Box Hill Transit City Activity Centre

Transcription

Box Hill Transit City Activity Centre
Structure Plan
City of Whitehorse
1094bcp (Box Hill Structure Plan June 2007 FINAL V3 with changes
accepted_CURRENT).doc
P. 1
June 2007
Box Hill Activity Centre Transit City Structure Plan
Prepared for the City of Whitehorse
Consultant team:
SGS Economics and Planning Pty Ltd
5th Floor, 171 Latrobe Street, Melbourne Victoria 3000
[email protected]
Jones & Whitehead Pty Ltd
50 Emo Road, East Malvern VIC 3045
[email protected]
Haskell Architects Pty Ltd
Level 7, 552 Lonsdale Street, Melbourne VIC 3000
[email protected]
Maunsell Australia Pty Ltd
Level 9, 161 Collins Street, Melbourne VIC 3000
[email protected]
Village Well
Ross House, 247 Flinders Lane, Melbourne VIC 3000
[email protected]
Steering group:
Allison Egan
Daniel Mulqueen
Doug Giles
Gerard Gilfedder
Felix Hemingway
Paul Kearsley
Helen Woodside
Ian Goodes
Helen Killmier
Kirsten Coster
Stuart Niven
Bill Renehan
Karsten Schuette
Andrew Widdicombe
Fotios Spirodonos
Daren Fawkes
City of Whitehorse
City of Whitehorse
City of Whitehorse
City of Whitehorse
City of Whitehorse
City of Whitehorse
City of Whitehorse
City of Whitehorse
City of Whitehorse
City of Whitehorse
Department of Sustainability and
Department of Infrastructure
VicRoads
Environment
Environment
Environment
Environment
BOX HILL ACTIVITY CENTRE TRANSIT CITY STRUCTURE PLAN
Contents
1
INTRODUCTION
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1.1
Aims & scope of the structure plan
1
1.2
Study process
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1.3
1.3.A
1.3.B
1.3.C
1.3.D
Planning & policy context
Melbourne 2030 and the Transit Cities Program
City of Whitehorse Planning Scheme, MSS and Local Policies
City of Whitehorse Integrated Transport Strategy
State Government – Meeting our Transport Challenges
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1.4
1.4.A
1.4.B
1.4.C
1.4.D
1.4.E
1.4.F
1.4.G
1.4.H
1.4.I
1.4.J
1.4.K
1.4.L
1.4.M
1.4.N
1.4.O
1.4.P
Key issues & strategic opportunities
General economic issues
Clusters of economic activity
Socio-demographic profile
Cultural distinctiveness
Residential development
Retail activity
Office development
Restaurants and cafes
Recreation, leisure and entertainment
Visitor accommodation
Open space
Urban design
Road access
Public transport
Parking
Pedestrian and bicycle movements
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VISION
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3
PLANNING FRAMEWORK
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4
STRATEGIES & ACTIONS
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4.1
4.1.A
4.1.B
4.1.C
4.1.D
4.1.E
4.1.F
Public places
Protect and improve access to existing public open spaces
Improve the design and management of public places
Create new public spaces and facilities
Develop synergies between public spaces and uses at their edges
Explore provision of alternative kinds of spaces
Encourage private sector provision of recreational facilities
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4.2
4.2.A
4.2.B
4.2.C
4.2.D
4.2.E
4.2.F
Pedestrian mobility
Widen footpaths wherever possible
Improve pedestrian crossings of busy streets
Improve connectivity of the pedestrian network
Enhance streets as public spaces
Support way-finding
Enhance personal and community safety
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4.3
4.3.A
4.3.B
4.3.C
Bicycle access
Provide secure parking and amenities for cyclists
Create a local network of bicycle routes
Provide information to encourage cycling
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4.4
Public transport services
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4.4.A
4.4.B
4.4.C
4.4.D
4.4.E
Improve existing transport infrastructure
Promote increased frequency of off-peak and counter peak services
Improve bus routing and services
Integrate bus, train, tram and taxi services
Promote public transport and reduced use of cars
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4.5
4.5.A
4.5.B
4.5.C
4.5.D
4.5.E
Road traffic management
Manage traffic and choice of travel modes
Create transit-supportive roads
Improve connectivity of streets while deterring through traffic
Minimise conflict between freight and service access and other uses
Develop targeted programs to address prevalent accident types
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4.6
4.6.A
4.6.B
4.6.C
4.6.D
4.6.E
4.6.F
4.6.G
Car parking
Encourage reduced rates of car ownership among local residents
Encourage lower parking provision rates in new development
Support sharing of parking spaces between multiple users
Use local parking spaces to support local uses
Favour priority uses of on-street kerbside parking space
Provide information to enable efficient access to available parking
Replace open air car parking with structures under new buildings
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4.7
4.7.A
4.7.B
4.7.C
4.7.D
4.7.E
4.7.F
Land use mix and economic and social activities
Support the continued development of key activity clusters
Fill strategic gaps in the local retail offer
Create more, and more diverse, opportunities for housing
Create opportunities for affordable housing
Support social and economic development and lifestyle aspirations
Encourage complementary mixed uses and links between activities
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4.8
4.8.A
4.8.B
4.8.C
4.8.D
4.8.E
4.8.F
4.8.G
4.8.H
Built form
Create street-oriented development
Bridge major barriers
Integrate new development with heritage buildings
Facilitate change in nominated areas while protecting areas of stability
Design appropriately for a high density context
Promote sustainable building design and construction
Promote design excellence
Encourage development to contribute to Box Hill’s sense of place
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DEVELOPMENT CONTROL GUIDELINES
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5.1
5.1.A
5.1.B
5.1.C
5.1.D
5.1.E
5.1.F
5.1.G
5.1.H
Land uses
Box Hill Transport and Retail Precinct
Prospect Street Precinct
Civic and Eastern TAFE Precinct
Hospital and Western TAFE Precinct
Box Hill Gardens Precinct
Southern and Eastern Precincts
Box Hill Gardens and Kingsley Gardens
Residential Precincts
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5.2
5.2.A
5.2.B
5.2.C
5.2.D
5.2.E
5.2.F
5.2.G
Built form
Peripheral Residential Precincts
Low-rise Higher-density Residential Precincts
Traditional Town Centre
Mid-Rise Commercial and Mixed Use Precinct
Town Hall Precinct
Major Development Precinct
Key Public Spaces
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MANAGING CHANGE
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6.1.A
6.1.B
6.1.C
6.1.D
6.1.E
6.1.F
Place management and promotion
Adopt planning scheme and policy amendments
Use public projects as catalysts
Acquire and consolidate properties to facilitate development
Attract and encourage investment
Existing Strategies and Policy Documents
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REFERENCES
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8
APPENDICES
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8.1
City of Whitehorse Housing Study 2003, Substantial Change Areas
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8.2
A SUMMARY OF ESD PRINCIPLES
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8.3
Box Hill Urban Design Framework boundaries
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8.4
Crime prevention through environmental design
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LIST OF FIGURES
Figure
Figure
Figure
Figure
Figure
Figure
Figure
Figure
Figure
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2:
3:
4:
5:
6:
7:
8:
9:
STUDY AREA
PUBLIC SPACE FRAMEWORK
ACCESS FRAMEWORK
ACTIVITY PRECINCTS
BUILT FORM PRECINCTS
ACTIVITY PRECINCTS (Figure 4 repeated)
EXISTING ZONING
PROPOSED ZONING
BUILT FORM PRECINCTS (Figure 5 repeated)
Opposite page 1
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Figure 1: STUDY AREA
The study area encompasses the key areas of influence on the future and identity
of Box Hill. It includes the main commercial, office and retail areas of Box Hill, its
civic, hospital and education developments, residential areas of substantial change
nominated under Council’s Housing Strategy (2003), and where appropriate takes
in an additional margin to consider the impact and transition of future change on
adjoining areas.
1 Introduction
1.1
AIMS & SCOPE OF THE STRUCTURE PLAN
Box Hill is the main activity centre in Whitehorse. It provides retail, education,
civic, medical, community service, entertainment and recreational opportunities
for the regional population, as well as a hub for local community activities. It is
strategically located along the Melbourne to Lilydale and Belgrave rail line,
Whitehorse Road and the 109 tram route, which jointly form the spine of an area
of intensive economic activity that extends through Melbourne’s eastern suburbs.
As part of Melbourne 2030’s strategy for sustainable metropolitan development,
Principal Activity Centres and Transit Cities such as Box Hill are expected to
develop into high-density, pedestrian-friendly urban centres that are intimately
connected to public transport services, so as to help reduce urban sprawl and
dependency on private motor transport. The Whitehorse City Council supports this
strategy and sees Box Hill as having the scope to accommodate substantial
growth, as well as the potential for improved amenity to support this growth.
To realise this agreed potential, many issues need to be addressed to ensure the
objectives of Melbourne 2030 are achieved, in particular:
• Providing clarity as to the expectations of appropriate development within the
Activity Centre, to facilitate the development process.
• Improving infrastructure and services to enable intensive development and to
support new activities within the public realm – transforming a place created to
support ‘suburban’ activity into one that supports ‘urban’ activity.
• Managing transitions between existing low-density uses that will remain for the
foreseeable future and areas of higher-density new development; and managing
the evolution over time of a new character in areas where existing low-density
uses will sit amongst high-density development over a transitional period.
In 2002, Council adopted in principle two major studies to guide development of
the area: The Box Hill Transport Interchange Study and the Box Hill Urban Design
Framework. Council has also adopted a Housing Study, which nominates the area
to the north of Box Hill shopping centre and three areas to the south as areas for
substantial growth. However, there is a need to integrate these various plans and
develop them into a clear framework for action by all concerned parties.
The Structure Plan is intended to build upon this previous work, addressing:
• A vision for Box Hill as an urban activity centre and Transit City, supporting its
development as a shared aspiration of the community, Council and Government.
• A framework for development that assists and coordinates public and private
sectors, and recognises economic requirements and market pressures.
• The needs of residents and community groups, to give confidence in the future
direction for the centre and its surrounding areas.
• A circulation environment that supports walking as the principal means of
access in the Activity Centre; that integrates all transport modes as part of
development; and that enhances the street network for circulation, public
activity, and development frontages.
• The consolidation, viability and management of car parking to support growth of
the centre while minimising its detrimental impacts.
• Strategies for increased development density to create a compact centre with
appropriate transitions to established surrounding areas.
• Good urban places and a public open space network appropriate to the context
of the Activity Centre.
• An implementation strategy to inform long and short term planning and works
by Council and Government and to guide private investors and developers.
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1.2
STUDY PROCESS
Development of the Structure Plan has been coordinated by the City of Whitehorse
with support from the Victorian Government’s Department of Sustainability and
Environment. The multi-disciplinary consultant team engaged to prepare the plan
commenced the project in May 2004 with extensive research, analysis and
consultation including:
• Mail-based and existing situation surveys:
− Traffic and transport
− Land use activities and existing conditions
− Commercial property owners
− Commercial property real estate agents
− In centre survey of users/visitors
• Eight focus group sessions with participants representing different categories of
users of the Activity Centre, including workers, students, and people from
different age ranges, household types and genders.
• A series of direct consultations with the community and representatives of
major organisations and groups:
− 1st General Community Workshop (28 August 2004)
− Asian Business Leaders Round Table discussion (11 September 2004)
− Walking the Beat – consultants walked through the centre meeting with
traders (September-October 2004)
− Department of Community Services and related organisations (17 September
2004)
− Box Hill TAFE staff and students (22 September 2004)
− Box Hill Hospital representatives (11 October 2004)
− Youth Services representatives (13 October 2004)
− 2nd General Community Workshop (28 October 2004).
• Eleven detailed working papers addressing a range of technical and contextual
issues related to the Structure Plan, including:
− Land use activities
− Traffic and transport conditions
− Physical infrastructure
− Residential demand
− Office demand
− Retail demand
− Socio-economic issues
− Economic development context
− Investment context
− Policy and statutory planning context
− Affordable housing options
A draft Issues and Opportunities paper based on this work was produced and
made available for public comment in September 2005. Feedback on this draft
was summarised and incorporated into the final Issues and Opportunities paper in
April 2006. The Structure Plan builds on the findings of this work as well as earlier
projects including the Box Hill Urban Design Framework.
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1.3
PLANNING & POLICY CONTEXT
A number of Victorian Government and City of Whitehorse documents are relevant
to Box Hill. The Structure Plan draws from and complements these, providing
guidance that links broader policies to local issues and opportunities. It is
particularly important in supporting existing policies through:
• Addressing relationships between private development and the public realm.
• Providing a site-specific context for interpreting generic policies and guidelines.
• Helping to identify and prioritise public works that will maximise support for
activities in Box Hill, including stimuli for desirable types of development.
It is intended that this Structure Plan provide the overarching policy direction
for existing strategic plans and policies relating specifically to Box Hill. The
structure plan will also identify actions that may need to be included in future
revision of other relevant Council documents to ensure strategic and policy
consistency.
1.3.A Melbourne 2030 and the Transit Cities Program
Melbourne 2030 is the State Government strategy for Melbourne’s future
development. Its broad objectives relevant to Box Hill are to create:
• A great place to be: through good design; a sense of place and community; a
city that is and feels safe; protection of heritage; and more open space.
• A more compact city: through high quality activity centres that are easy to
reach and serve the whole community; more community services in and around
shopping centres; and more housing close to services and public transport.
• A fairer city: through well-located affordable housing; social, cultural and
creative facilities where these do not exist; better community transport
services; and neighbourhood houses that are inviting places to meet and learn.
One of Melbourne 2030’s main thrusts is to protect the character of established
areas while concentrating major change in strategic redevelopment sites such as
activity centres and underdeveloped land.
Under Melbourne 2030 and the Government’s Transit Cities program, the Box
Hill business district is designated as a ‘Principal Activity Centre’ and one of nine
‘Transit Cities’ in metropolitan Melbourne. This reflects the intent that
development of several urban centres in the metropolitan area should:
• Extend convenient access to employment, services and cultural facilities to a
larger proportion of the population.
• Significantly increase use of public transport, through improved services and,
more fundamentally, through development patterns that support its use.
• Increase density within existing metropolitan boundaries so as to allow growth
while slowing suburban sprawl.
Principal Activity Centres like Box Hill are at a secondary level in a hierarchy of
metropolitan centres, with the Melbourne CBD as the primary centre and many
smaller centres with a more local or specialised focus. From a metropolitan
perspective, aims for the future development of activity centres are to:
• Encourage economic activity and business synergies.
• Broaden the mix and increase the density of uses appropriate to the centre and
the needs of the population served.
• Provide focal points for the community at different geographic scales.
• Reduce private motorised vehicle trips by concentrating activities that generate
high numbers of (non-freight) trips in highly accessible locations.
• Improve access by walking, cycling and public transport to services and facilities
for local and regional populations.
• Support development of the principal public transport network.
Principal Activity Centres serve large catchments covering several suburbs. They
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are focal points for government and community services. They will accommodate
a mix of activities that generate high numbers of visits for business, shopping,
services, and entertainment, as well as providing locations for higher-density
housing. They are to be well served by multiple public transport routes, and
walking will be the dominant mode of travel within the centres. In short, they are
envisaged as substantial but compact cities, set within suburban Melbourne.
1.3.B City of Whitehorse Planning Scheme, MSS and Local Policies
The Whitehorse Planning Scheme provides direction for development in the
City of Whitehorse, aimed variously at controls over private development, support
for economic and cultural activity, and guiding Council programs including capital
works and delivery of community services. While addressing the municipality as a
whole, it sets out objectives for individual neighbourhoods including Box Hill.
Clause 21.07 Economic Development forms part of Council’s Municipal
Strategic Statement in the Planning Scheme and was approved as part of
Amendment C50 in August 2006. It recognises the importance of Box Hill as a
Principal Activity Centre under Melbourne 2030 and its role in the economic
growth and prosperity of Whitehorse. Aiming to develop the Box Hill Activity
Centre as the major focus for retail, commercial, health, education and
entertainment facilities in Melbourne’s east, strategies in this clause include:
• Facilitate development within the Box Hill Activity Centre in accordance with the
Box Hill Urban Design framework Strategy.
• Encourage a wider range of uses in Box Hill including residential and
entertainment that will help the Activity Centre become a focus of activity.
• Develop appropriate levels of parking within all commercial precincts.
• Direct large entertainment, comparison or convenience retail uses serving a
regional catchment into the Principal and Major Activity Centres.
Clause 22.07 Box Hill Activity Centre was approved as part of Amendment
C50. The objectives of this clause are to:
• Ensure that the Box Hill Activity Centre is the preferred location for major
entertainment, retail and office development.
• Reinforce the role of each precinct in the Centre by appropriate land use and
development.
• Improve traffic circulation in and around the Centre while providing for adequate
parking facilities.
• Achieve high quality design for all new development that enhances the
streetscape.
• Ensure that development and use in the Transport Precinct are appropriate to its
role and function as a regional transport interchange for rail, bus, tram and taxi
services.
• Ensure that an adequate and appropriate range of facilities and services for
commuters including car parking, taxi stands and pick up facilities are available.
These policies update previous directions in the planning scheme and include the
Box Hill Transport Interchange concept design and the Box Hill Urban
Design Framework (adopted by Council in 2002) as reference documents. The
interchange study recommended a significant upgrade to the bus interchange and
its recommendations are supported by the Structure Plan. The Urban Design
Framework provides a design vision for Box Hill, with recommendations for key
sites as well as streetscape and general development aims for key sites and
precincts. These recommendations have been absorbed by and further developed
in the Structure Plan. A Public Transport Interchange Investigation Report was
also undertaken by DOI in 2004 (Stage 1) which defined and prioritised the public
transport related issues and problems at Box Hill interchange. The next stage is to
finalise the project scope.
Council has also adopted a Housing Study, which nominates the area to the
north of Box Hill shopping centre and three areas to the south as areas for
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substantial growth. These areas have been included in the Box Hill Activity Centre
study area. Clause 21.06 Housing states that ‘the Box Hill Activity Centre will be
especially important to meet the emerging needs of smaller households near
transport, commercial and community facilities.’
1.3.C City of Whitehorse Integrated Transport Strategy
The City of Whitehorse has prepared an Integrated Transport Strategy that
envisions ‘providing transport facilities which enable people to have safe and easy
access to goods, services and opportunities.’ The strategy addresses the road
network, public transport and walking and cycling. Whitehorse is served by seven
stations on one train line, three tram lines and numerous bus services. The
strategy recognizes that the capacity of some of these services is underutilized,
and that there is scope for council to take a lead in improved information and
marketing.
1.3.D State Government – Meeting our Transport Challenges
The recently announced Government Transport vision statement, Meeting our
Transport Challenges outlines an action plan to spend $1.4 billion on bus
service improvements over the next ten years. Over the next four years,
improvements including extension of operational hours can be expected to a
number of bus routes serving the Box Hill Interchange and the Whitehorse area.
The statement also provides a range of other proposals for the study area
including:
• Additional cross-town bus services for the middle and outer suburbs
• Late night train services on the Belgrave and Lilydale lines
• New Park and Ride facilities in the south-eastern suburbs
• Building a rail underpass at Middleborough Road level crossing to separate road
and rail traffic.
The Department of Infrastructure is undertaking a series of bus service reviews
over the next four years which cover the entire metropolitan area including Box
Hill. Whitehorse City Council will be consulted and asked to participate in these
reviews to ensure local issues and community requirements are fully considered.
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1.4
KEY ISSUES & STRATEGIC OPPORTUNITIES
From the background analysis a number of issues and strategic opportunities have
been identified and are detailed in the Issues and Opportunities Paper, which is a
separate report available from Council. In summary these are:
1.4.A General economic issues
Box Hill is arguably the main driver of socio-economic wealth in the Whitehorse
Local Government Area (LGA) and has a complex socio-economic profile. Its
strength, particularly its clusters of economic activity, can be built on to provide
increased opportunities for residents and businesses.
1.4.B Clusters of economic activity
A cluster of economic activity is a number of related businesses and/or services
located near each other. Box Hill has several established activity clusters:
• The health and medical cluster in the Nelson Road / Thames Street / Arnold
Street area. Its expansion is replacing housing on many sites.
• The education cluster associated with Box Hill TAFE has three main campuses
along Elgar and Whitehorse Roads. Also on Elgar Road is the Biotech and New
Enterprise Scheme Centre. Student accommodation north of Whitehorse Road is
associated with this education cluster.
• The community services cluster is generally spread widely although there some
concentration in Carrington Road and Ellingworth Parade / Harrow Street.
• The restaurant and café cluster focused around Carrington Road, Station Street,
Bank Street, and Nelson Road and including a wide range of Asian cuisines.
1.4.C Socio-demographic profile
• Box Hill has a high cultural diversity signifying that it has a large population that
was born overseas, particularly in north-east and south-east Asia.
• Like the wider Whitehorse LGA, the Box Hill study area has a large elderly (60+)
population. Conversely, compared to the Whitehorse and the Melbourne
Statistical Division (SD), Box Hill has a relatively low (19%) proportion of its
population in the 0-19 age group.
• A large proportion of households and individuals in the study area earn a low
income, significantly more than typical for Whitehorse or the Melbourne SD.
• The Box Hill Study area has a much higher unemployment rate than the
Melbourne SD or Whitehorse, 9.3% compared to 6.6% and 5.0% respectively.
• The Box Hill Study area has a much lower workforce participation rate than the
Melbourne SD or Whitehorse.
• Twenty two percent of the residents in the Box Hill Study area have a bachelor
degree or higher. This is well above the Melbourne SD average of 16%.
• The Box Hill Study Area has a large professional population, at a proportion
greater than the Melbourne SD. Box Hill has a small tradespersons and related
worker population compared to the Melbourne SD.
• The Box Hill study area has a higher proportion of dwellings with no or one
motor vehicle than the larger Whitehorse or Melbourne SD region. This is not
surprising given the built form or higher density of the study area.
• Box Hill has a lower proportion of households with two or more motor vehicles.
A third of household in Box Hill do not have a motor vehicle (not taking into
account motorbikes).
• Seventy percent of households in Box Hill are sole or two-person households.
This is much greater than for Whitehorse (58%) or the Melbourne SD (54%).
1.4.D Cultural distinctiveness
• There is significant potential to leverage off Box Hill’s multicultural population,
which has strong representation from north-east and south-east Asia.
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1.4.E Residential development
• There is a need to increase the population of the region – Whitehorse’s human
capital is constrained to the extent that its population growth is minimal. More
residential opportunities need to be provided in the area.
• There is a trend towards higher density residential development in Box Hill, with
strong growth in student accommodation. The demand for medium to high
density residential is likely to increase in the next decade.
• The local population could more than double from 3,825 people in 2001 to
around 8,500 people. This population growth is likely to further enhance the
cultural diversity of the area, which is already very high. Between 1,400 and
2,700 new dwellings would be needed to accommodate this growth.
• Land required for future redevelopment could be between ten and forty hectares
depending on residential densities and the extent of demand.
• Mechanisms to facilitate development of affordable housing need to be provided.
• This structure plan incorporates the principles of the substantial change areas
defined by the City of Whitehorse Housing Study, Feb 2003 (refer Appendix 8.1)
1.4.F Retail activity
• Box Hill has a variety of retail but lacks:
− Automotive dealers
− White goods, furniture and other durable household goods
− High order fashion and fashion accessories
− Major department store
• Competition for these activities in the wider area is high. Automotive dealers
and bulky goods outlets like furniture and white goods stores are well provided
for in the Nunawading Mega-mile.
• The fresh food market is a key retail activity that distinguishes Box Hill from
other centres in the region and could be further developed and promoted.
• Box Hill has an opportunity to develop its street and laneway retail areas to
provide a different shopping experience to that of the major competing centres.
• Box Hill could provide for ‘direct factory outlet’ stores to capture some of the
retail market that has moved to BrandSmart and Global Rags in the Mega-Mile,
particularly with the trend to these outlets becoming increasingly accepted as
more mainstream in the retail offer they provide.
• Future demand for retail space (around 13,000sqm) could be mostly achieved
by redevelopment and increased efficiency in the existing retail areas.
1.4.G Office development
• Box Hill provides a range of private and public sector office space in both small
and large tenancies. Currently, there is 117,251sqm of office floor space. The
two major locations are Prospect Street and Ellingworth Parade/Rutland Road.
• Future office demand is difficult to forecast accurately but between 55,000 sqm
to 75,000 sqm may need to be provided. The land area required for future office
growth is modest, in the order of 1.1 to 2.2 hectares depending on demand. For
comparison, this represents approximately one to two-thirds of the existing
Prospect Street Precinct.
1.4.H Restaurants and cafes
• Box Hill offers a range of restaurants and cafes with a strong specialization in
Asian cuisines from many different countries. This provides a strong profile and
identity for Box Hill.
• Box Hill’s reputation and market share as a regional centre for Asian restaurants
could be further developed.
• This specialization is supported by the fresh food market.
• There is also an opportunity to attract other, non-Asian cuisines.
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1.4.I
Recreation, leisure and entertainment
• The most notable gap in the recreation, leisure and entertainment offer is the
lack of cinemas, live theatre and public bars/hotels. If Box Hill is to be a
Principal Activity Centre, a strategy is needed for these activities though
recognizing the market realities and community aspirations around cinemas and
liquor licensing.
• Box Hill’s multi-cultural character provides scope for the development of
additional community events (e.g. Chinese Festival, Asian nation national days).
• The centre lacks adequate recreation, leisure, and entertainment facilities for
children. An activity centre of this status should provide a range of facilities and
services for all age groups.
1.4.J Visitor accommodation
• There is no visitor and tourist accommodation in the Activity Centre, although
there are motels to the east and west along Whitehorse Road.
• If it proceeds, the development at the corner of Station Street and Carrington
Road (i.e. hotel and conference centre plus residential, cinemas and shops)
would make a major contribution to Box Hill.
• There are other sites that could possibly be redeveloped to include
accommodation such as Council’s open air car park.
1.4.K Open space
• Box Hill and Kingsley Gardens are major parks north of Whitehorse Road but
there is a lack of small parks south of the railway to serve the commercial area.
• Surrey Park is just outside the study area to the south.
• There is scope to improve bicycle routes in and around Box Hill.
1.4.L Urban design
Environmental amenity and urban design opportunities relate to:
• Improving the Whitehorse Road median which is an important feature of Box Hill
• Creating active street frontages at the west end of Main Street and on the north
side of Carrington Road to open up the fresh food market to the street.
• Producing guidelines for higher density residential development.
• Improving community safety by:
− Encouraging development and enhancing the streetscape along Irving Avenue
to provide passive surveillance of Box Hill Gardens.
− Developing over the railway cutting on the east side of Station Street.
− Creating a more direct and legible route through the shopping centre to the
railway station.
• Improving Box Hill’s image and sense of place by:
− Redeveloping landmark sites.
− Enhancing the laneways as active, pedestrian environments.
− Enhancing the open space around the Town Hall.
− Creating a better pedestrian link from Elgar Road TAFE to the Mall.
− Preservation and enhancement of existing heritage and cultural features
• Encouraging sustainable development (ESD) by:
− Providing a set of ESD guidelines and performance standards for development
(an example set from Docklands ESD Guide 2003 is included as Appendix
8.2).
• Encouraging higher density mixed use development throughout much of the
Activity Centre.
8
1.4.M Road access
• A lack of alternative local north-south road links mean a large proportion of local
traffic uses Elgar Road and Station Street, adding to traffic congestion at
intersections and reducing bus reliability. The recently completed reconstruction
of Middleborough Road to provide grade separation at the railway crossing is
expected to encourage some through traffic to bypass the Activity Centre.
• Sections of Whitehorse Road and other arterials are at or close to capacity
during peak periods.
• A large proportion of peak period traffic is through traffic (in the order of 60%).
• Turning movements between arterials are subject to peak hour congestion and
delays.
• Some arterial intersections in the Activity Centre are amongst the highest
ranked accident sites in the City of Whitehorse. However, even the highest
ranked site in the Activity Centre (the intersection of Whitehorse Road/ Elgar
Road) ranks low relative to other sites in the metropolitan area (143rd) for the
number of casualty accidents over the past five years.
• Speed of vehicles does not appear to be a major issue.
1.4.N Public transport
• A good range of public transport services are provided at Box Hill, however,
there is a need to improve access to public transport facilities. The Department
of Infrastructure is investigating opportunities to improve interchange
arrangements at Box Hill.
• Train tracks are already operating to capacity in the peak hours. There is an
opportunity to construct a third line between Box Hill and Ringwood.
• Links between the three public transport modes are not facilitated adequately,
physically or visually.
• The bus interchange is difficult to navigate and presents an unattractive waiting
environment.
• Bus access arrangements into and out of the bus station delays both buses and
general traffic and would benefit from bus priority measures.
• Frequencies of bus services at the weekend and in the evenings could be
improved.
• Bus routes could be improved (e.g. reviewed to follow main roads;
implementation of SmartBus along a number of routes; and creation of localised
bus routes).
• Coordination between bus and train timetables could be improved.
• The bus interchange needs to be improved to provide full DDA compliance
including access to the lift.
1.4.O Parking
• Commuter car parking at the station is fully occupied.
• The provision of car parking in suitable locations with appropriate limits on
length-of-stay is an on-going issue.
• Additional park and ride facilities at Box Hill may not be appropriate because of
the congestion caused by the traffic movements at peak hours.
• Parking restrictions were exceeded more frequently on Saturdays than during
the week, particularly in streets with one-hour restrictions.
• There is limited off-street parking north of Whitehorse Road
• Demand for parking by hospital related uses is adding to the demand placed on
limited local area parking resources.
• The health and education precinct would benefit from the development and
adoption of a package of travel planning initiatives that support the use of
transport other than the private car.
9
• As the centre develops and additional commercial floor space is leased, the
management of the loading bays will be critical.
• Box Hill, unlike other centres in the region, has pay parking.
1.4.P Pedestrian and bicycle movements
• North-south pedestrian routes are inhibited by the railway.
• Large volumes of traffic along Whitehorse Road can make it difficult for
pedestrians to cross this major road through the centre.
• Connections between major pedestrian attractors in the Activity Centre are
poor.
• There is a lack of directional signage from Centro Box Hill to the TAFE, hospital
etc.
• East-west pedestrian routes are lacking immediately north of Whitehorse Road.
• Pedestrian access between Market Street and Carrington Road through Centro
Box Hill is inconvenient and confusing.
• Access to the bus station for disabled passengers is limited.
• Poor directional signage between the train and bus stations is made even less
effective by competing retail clutter.
• The lack of a continuous local bicycle network discourages cycling in Box Hill.
• Poorly located bicycle parking at the station discourages cycling ‘park and ride’.
• Large intersections are a safety concern for cyclists, especially those travelling
across the tram tracks.
• The mid-block section of Station Street south of Whitehorse Road experiences
the largest number of pedestrian casualties in the municipality. A reduction in
vehicle speed along Station Street could improve pedestrian safety in this
location, however lower speeds brought about by congested traffic conditions
may also encourage pedestrians to cross at unsafe mid-block locations.
• Improvements to the pedestrian environment could occur from better use of the
existing underpass.
10
2 Vision
In August-October 2004, community consultation was undertaken in order to
develop a vision for the Box Hill Activity Centre. This vision has since been
expanded to include more specific reference to Melbourne 2030 objectives, Transit
Cities policy and the associated transport visions:
Box Hill will continue to develop as the most significant urban centre in
Melbourne’s eastern suburbs.
• Box Hill will be a place where people can live, work, shop and access
social networks and personal services. It will be an important residential
growth area, accommodating a significant increase in the number of dwellings
and housing of different types and scales, supporting diversity in terms of
household size and affordability. It will accommodate growth in office space and
local employment and its status as a major retail centre will be reinforced.
• Box Hill will be a focus for regional health care, educational and
community services. It will accommodate growth in educational facilities,
medical services and associated specialist activities, and offer an environment
that attracts related business investment. It will be a focus for provision of local
and state government services within the region and community health and
support services.
• Box Hill will support a diverse, inclusive, participatory, caring and
healthy community. It will contribute to local community development with
improved meeting places, neighbourhood hubs, access to services, and public
spaces that encourage community activity and interaction.
• Box Hill will be a distinctive, vibrant and enjoyable place – day and
night. It will provide a safe, comfortable and attractive environment that
includes high quality public spaces and that is enhanced by quality architecture,
open space design, and art. It will accommodate more diverse recreational,
entertainment and dining options. To maintain Box Hill’s distinctive character,
designated heritage features will be protected and enhanced.
• Box Hill will be sustainable. It will contain complementary land uses in a
compact area, enabling easy access to and between them by public transport,
walking and cycling. It will support a dramatic increase in the proportion of trips
made using sustainable transport and encouragement of walking and cycling;
the proportion of car trips will dramatically decrease. The designs of buildings
and open spaces will help to conserve energy, water and other materials, reduce
Box Hill’s environmental footprint.
• Box Hill will be accessible to all. It will be well-connected to surrounding
neighbourhoods and metropolitan Melbourne by both public and private
transport systems and by walking and cycling. Its buildings, streets and open
spaces will ensure accessibility for people of all capabilities. Careful
management of parking and traffic will support access while minimising the
detrimental effects of large volumes of traffic.
Box Hill will be sustainable, safe and accessible to all.
It will be a distinctive, vibrant, diverse, inclusive,
participatory, caring and healthy community where
you live, work and enjoy – day and night.
11
Aerial view of the Box Hill Activity
Centre, looking from the south-east.
Whitehorse Road runs across the
photo from left to right and Station
Street from top to bottom.
The Box Hill Town Hall and TAFE, with
Whitehorse Road in the foreground.
Box Hill Gardens, looking from the
north towards Irving Avenue.
Box Hill Hospital, looking from the
north across Thames Street.
12
3 Planning framework
Box Hill’s proposed structure is illustrated on the following pages, showing the
desired organisation of major elements of the urban environment. This represents
a combination of existing conditions with opportunities for change as directed by
the Vision and Strategies in the preceding section.
The planning framework encompasses:
• A network of PUBLIC SPACES to support local recreational needs and community
interaction.
• A fine-grained network of safe and attractive STREETS AND LANEWAYS to
encourage walking and cycling; public transport facilities integrated with
development to encourage increased use; and road management to support a
dramatic increase in the proportion of trips made using sustainable transport
options.
• LAND USES that complement the qualities of their immediate area, meet
community needs, and contribute to the quality and vitality of the public
environment.
• BUILDINGS that contribute to the quality of the public environment, protect the
amenity of neighbouring users, and provide appropriate transitions between
areas of significant change and areas of relative stability.
Objectives for each of these are set out in Section 4 together with a suite of
proposed strategies and actions to be undertaken by Council or Government.
Development Control Guidelines to be addressed in private development are set
out in the Section 5.
13
Figure 2: PUBLIC SPACE FRAMEWORK
14
Figure 3: ACCESS FRAMEWORK
15
Figure 4: ACTIVITY PRECINCTS
16
Figure 5: BUILT FORM PRECINCTS
17
Axonometric view illustrating potential
redevelopment in the area of the
Centro shopping centres and transport
interchange, between Carrington
Road, Whitehorse Road, Station
Street and Nelson Road. While the
scale of new buildings should be kept
relatively low in the traditional town
centre between Station and Market
Streets, there is scope for significant
increases in density in the remainder
of this area.
Potential redevelopment in the area
between Whitehorse Road and Irving
Avenue. Higher density development
in this area would benefit from the
relationship with Box Hill Gardens as
well as the position between the
transport interchange and hospital
precinct.
Potential redevelopment in the hospital
and TAFE precinct between Thames
Street and Whitehorse, Elgar and
Nelson Roads. This area has been,
and is likely to continue to be, subject
to pressure for increased development
density to support expansion of the
surrounding medical and educational
institutions and related uses such as
student housing. It is expected to
undergo a significant change in built
form character.
[Drawings from Box Hill Urban Design
Framework, Arup / McGauran Soon,
2002]
18
4 Strategies & actions
The following section expands upon the Vision and Planning Framework to outline
aims specific to various components of the Activity Centre, including:
• Public spaces including parks, plazas and pedestrian streets
• The circulation network including pedestrian mobility, bicycle access, public
transport services, road traffic management, and car parking
• Land uses and activities
• Built form
For each of these, it proposes various strategies to deal with existing problems
and to help realise the vision for Box Hill. For most strategies, a number of specific
actions are nominated. The actions in this section are intended to be appropriate
for execution by the City of Whitehorse or the Victorian Government, acting either
as planning authority or as the agents of public works programs.
Guidelines for private sector development are addressed in the Development
Control Guidelines section.
19
4.1
PUBLIC PLACES
Box Hill should provide accessible, lively and comfortable public spaces
that offer diverse opportunities for recreation and social engagement,
including:
• Parks and other spaces providing opportunities for passive and active
recreation, social and community activities, visual relief, wildlife habitat
and stormwater management.
• Pedestrian-friendly streets and laneways enabling a range of activities
for all age groups including sitting and socialising to occur in
association with travel and other routine activities.
• Improved visual access to parks from nearby streets and sites, greater
support for park uses through complementary activities on
neighbouring sites, and increased passive surveillance to support
personal safety in public spaces.
• Private recreation spaces and facilities that complement broader land
use objectives for the area.
Strategies to support these aims include:
4.1.A Protect and improve access to existing public open spaces
Actions
Public spaces play an increasingly important role with increasing urban density.
Unencumbered open spaces available for flexible use become more precious when
there is less private open space. At the same time, increasing land values
exaggerate pressures to use parkland to accommodate a variety of facilities,
whether or not they need to be set in a park to support their use. There are two
main recreation facilities in the study area (i.e. Box Hill Gardens and Kingsley
Gardens) and a third major recreation facility to the south-east in Aqualink Box
Hill and its adjoining parkland. Linkages from within the centre to nearby
recreation facilities are important, as is the provision of a safe and secure network
linking these facilities to other public open spaces.
Adopt a policy to protect parkland
from alienation e.g. a ‘no net loss
of parkland’ policy that allows
flexibility for exchanges of land to
facilitate better open space and
development outcomes.
Redesign or relocate the Box Hill
Gardens tennis courts.
Such development for limited uses, or alienation of open spaces from general
public access, is an ongoing threat to be resisted. It has also occurred in the past,
with examples such as the tennis courts in Box Hill Gardens. Where possible, such
structures that reduce the effective size of existing parks should be removed. In
the case of the tennis courts, there is merit in retaining an active space within the
park however this area should be redesigned (or relocated).
4.1.B Improve the design and management of public places
Actions
The quality of public space design and management needs constant attention.
Open spaces serve the entire community including workers, residents, shoppers
and other visitors. Where change in these populations is expected, as in Box Hill,
recreational opportunities need to evolve in parallel with demographic change.
Moreover, landscapes change with or without any plans. Plants grow and die, and
furniture and other features have limited life-spans. Care is needed to ensure that
an open space’s value increases over time. The character and identity of open
spaces can be enriched or degraded by incremental changes.
Prepare or update master plans
for all major open spaces
including Box Hill and Kingsley
Gardens and the Town Hall.
Of critical importance is the maintenance of public spaces through regular cleaning
and refurbishment programs. The community is more likely to value and use
spaces that are fresh, clean and convey a sense of amenity and safety.
In a context where about a third of the Melbourne’s scarce drinking water is used
to irrigate gardens, the sustainability of landscapes is a paramount concern. The
low-lying positions of Box Hill Gardens and Kingsley Gardens offer opportunities to
integrate water sensitive urban design into the Activity Centre’s development.
Explore opportunities to collect
and recycle rainwater and
stormwater in parks, and to plant
drought tolerant species with the
aim of achieving irrigation free
environments.
Select a suite of coordinated
paving materials, street furniture,
light fittings, etc. for the Box Hill
Activity Centre, to be used in all
small-scale projects, maintenance
and replacement programs.
Monitor public space
maintenance programs and
20
adjust as appropriate to improve
visitors’ comfort and amenity.
4.1.C Create new public spaces and facilities
Actions
While Box Hill features some reasonably large parks, open space is poorly
distributed and access is limited by walking distances and crossings of busy roads.
The area where access to good open space is now poorest is generally south of
the rail line. The Rose-Glenmore local area of public open space and Surrey Park
are located some distance from the Activity Centre, but access to them could be
improved. High land values and aims for increased density limit opportunities for
new parks, but useful open spaces need not be large and there is also potential to
integrate provision of local open space with objectives to improve the pedestrian
network. For example to link the TAFE campuses, and as a gateway to the Bruce
Street upgrade.
Consider creating a new park at
the Pippard Street car park.
Redesign of the at-grade car park at Pippard Street as an open space could act as
a stimulus for redevelopment of the area, both for commercial and residential
purposes. The design of a park on the site and redevelopment of adjacent sites
should be coordinated to provide active frontages onto the open space, passive
surveillance, and opportunities for adjoining uses to benefit from views to and
interaction with the park.
If opportunities arise to reconfigure existing open spaces or to create better ones
in different locations, the protection of existing spaces should not be taken so
literally as to limit opportunities for improvement. It is possible to use developer
contributions, property acquisition, land consolidation, rationalisation of councilowned car parks, and land exchanges (e.g. between Council and Box Hill TAFE) to
create strategically located new open spaces.
The Activity Centre would benefit from greater provision of facilities that serve a
broad range of age groups, including children. This could include street furniture,
sculptures and occasional found objects located throughout the centre. The use of
the centre by young people would also be reinforced by improved passive
surveillance and security.
Create a small plaza at the church
at the north-west corner of
Whitehorse Road and Bruce
Street as part of a streetscape
upgrade of Bruce Street.
Develop a new linear link parallel
to Whitehorse Road between
Nelson and Elgar Roads,
integrated with the TAFE
footbridge over Elgar Road.
Consider creating a small local
park in the residential area south
of Hopetoun Parade/east of Elgar
Road if the opportunity arises.
Provide street furniture and
sculptures that appeal to people
of all ages including children.
Develop and run an occasional
program of street entertainers.
Develop and run an annual kids’
day out program.
Require developers to provide
child-related facilities or services
pertinent to medium/high density
housing in new developments.
Provide more and higher quality
children’s recreation and play
facilities in Box Hill Gardens and
other open space areas.
Artworks can make
the public
environment more
intriguing and
attractive to children
as well as adults.
21
4.1.D Develop synergies between public spaces and uses at their edges
Actions
Parks and green spaces such as the Whitehorse Road median provide important
recreational and visual resources. Public benefits from these should be maximised
by locating land uses and facilities next to them that attract a broad sector of the
population, and enable people to fully enjoy the view and the space. More activity
around parks encourages more people to walk in the area, enhancing parks’ role
in providing visual enjoyment for passers-by. Furthermore, at night and in bad
weather, parks may be virtually abandoned; at these times, important walking
routes through parks may be perceived as unsafe. Increasing the activity around
spaces can enhance real and perceived safety by increasing passive surveillance.
Improve Irving Avenue to create
generous pedestrian spaces with
a northerly aspect over Box Hill
Gardens and supporting uses of
adjacent buildings for cafes, etc.
There are a number of locations where development adjoins an open space or
faces it across a quiet street, where this interaction could be improved. The
northerly aspect of Irving Avenue overlooking Box Hill Gardens is an especially
underutilised opportunity. The development of such sites adjoining or overlooking
parks and other major spaces should be encouraged to accommodate uses that:
Relocate or redesign the tennis
courts in Box Hill Gardens and relandscape the area to open up
and enhance views into the
Gardens from Irving Avenue.
• Support public use of the space.
• Maximise public benefits associated with views into the space.
• Contribute to passive surveillance and personal safety.
• Offer opportunities for improved building design at the park interface.
Pioneer Park is an
ornament to Station
Street but relatively
unattractive for
actual use due to its
exposure to traffic
and lack of
engagement with
nearby activities.
Active frontages
help create pleasant
spaces and support
public activity in
them.
Buildings
overlooking parks
provide passive
surveillance,
increasing safety,
as well as adding a
way for more people
to enjoy the open
space.
4.1.E Explore provision of alternative kinds of spaces
Actions
Not all spaces need to be traditional grassed parks. Community garden allotments
have been popular in Whitehorse (e.g. Combarton Street, Box Hill).
Enhance the station concourse
within the shopping centre and
associated market spaces as an
important civic place.
Laneways present an opportunity to become vibrant, usable spaces throughout
the centre. Some laneways are used for deliveries, rubbish collection and car park
access, whilst others could be used more as pedestrian environments and there
are opportunities to improve the safety and vibrancy of these spaces.
Upgrade laneways as active,
vibrant, public spaces.
22
Spaces other than parks are also important to support denser development. Many
social roles associated with parks can be accommodated in un-parklike spaces.
Streets, markets, plazas and foyers of major public buildings and the transport
interchange can provide places to sit and relax, to meet and socialise, and for civic
events. Some private spaces including the Centro shopping malls also serve as
quasi-public places, supporting civic interaction alongside their commercial
functions (although such a ‘privatised public space’ can be problematic if it is the
major public space for a community, since its use is inevitably controlled by
corporate rather than community interests).
Develop a new linear link parallel
to Whitehorse Road between
Nelson and Elgar Roads,
integrated with the TAFE
footbridge over Elgar Road.
Less private open
space with denser
development makes
it more important to
accommodate a
variety of outdoor
activities in shared
and public spaces –
including gardening.
A new pedestrian
link north of
Whitehorse Road
has the potential to
serve as an
attractive public
space, equivalent to
campus spaces at
Melbourne
University or RMIT.
4.1.F Encourage private sector provision of recreational facilities
Actions
The typical suburban housing in and around Box Hill provides private open space
and recreational opportunities with each house. Dense development in the Activity
Centre will be supported by reducing this provision of private open space, but this
does not mean all recreational needs can be met in public spaces or at public
expense. There is an important role for private sector provision of recreation
facilities, shared by multiple users and thereby increasing efficiency in the use of
space as well as distributing costs.
Allow developer contributions in
the form of indoor recreation
facilities, subject to criteria
including:
• Recreational needs assessment
for the Activity Centre as a
whole.
• Meeting high design standards
for the type of facility proposed.
• Public access on a fair userpays basis.
• An agreed permanent
management structure.
Many recreation facilities can be provided in dense urban contexts. Gyms, fitness
centres and swimming pools are typically preferred if indoors and can easily be
provided in new developments. Other facilities, ranging from tennis courts to
bowling greens, can be provided on rooftop spaces as seen in Prospect Street. The
Aqualink Box Hill is an established recreation facility in the local area and there is
potential for stronger links between the facility and the Activity Centre.
Facilities could be in the form of privately-owned communal facilities (e.g. church
tennis clubs), clubs (e.g. the RSL bowling green), or commercial operations. They
can be provided for shared use by body corporate members, by employees of
large businesses and institutions, or by the wider public in a user-pays system.
23
4.2
PEDESTRIAN MOBILITY
Walking should be supported as the primary means of access in and
around Box Hill – encouraging most trips of 1km or less to be taken on
foot. Walking should be catered for with:
• Direct, safe, accessible, convenient and legible routes connecting key
destinations in the Activity Centre and providing links to surrounding
areas.
• A fine grain of inter-connecting pedestrian routes supporting intense
activity and convenient access throughout the Activity Centre, including
streets, parks and laneways.
• Attractive links between the Activity Centre and surrounding areas.
• Street spaces that provide a pleasant setting for public activities.
4.2.A Widen footpaths wherever possible
Actions
Few streets in Box Hill have footpaths wide enough for more than two people to
walk abreast. Access can be improved significantly simply by increasing pedestrian
space in existing streets.
Prepare and implement a plan of
works and footpath widening
along priority pedestrian
corridors.
There are opportunities to re-allocate space to pedestrians, with wider footpaths
along the length of some streets particularly along priority pedestrian corridors
(fig 3), and localised kerb extensions near intersections in others. In streets where
there is both pedestrian and vehicular congestion, it may be possible to widen
footpaths by removing kerbside parking and introducing clearways in peak
periods. This would allow for more pedestrian space without affecting traffic
capacity, as well as reducing excess traffic capacity and traffic speeds in off-peak
times when kerbside parking is allowed. Even where pedestrian volumes are now
low, widening footpaths on an opportunistic basis can be important to create
opportunities for casual activities. In some locations it may also be desirable to
continue footpath treatments across intersecting side streets, where this is in line
with VicRoads guidelines.
Treat all lanes or streets that are
too narrow for DDA-compliant
footpaths as Shared Zones.
Consider continuing footpath
treatments across intersecting
side streets in suitable locations
4.2.B Improve pedestrian crossings of busy streets
Actions
Traffic can create delays and difficulties for pedestrians crossing streets. The
Station/Carrington Street intersection – the busiest location for pedestrians during
peak periods – is a particular issue and improvement of the pedestrian
environment in general should be a priority. The Rutland Road/bus exit area is
also highly congested at times and diminishes pedestrian safety. While there is an
underpass, access is poorly organised and signed, and ramps do not comply with
the Disability Discrimination Act. It is not used as fully as it could be so jaywalking
across Station Street is commonplace. There is scope to provide some small
improvements around the underpass such as signage and lighting.
Undertake short term
improvements of the Station
Street underpass including
lighting, painting, mirrors and
better maintenance. Investigate
longer-term replacement of the
underpass with an at-grade
signalised pedestrian crossing if
signals to accommodate bus
movements are installed.
Whitehorse Road is classified by VicRoads as an Arterial Highway and its regional
role must not be compromised. There are a number of signalized locations where
pedestrians can cross Whitehorse Road and these pedestrian crossings are
essential to link the train, bus and tram stations to catchments to the north
including the hospitals and TAFE. Given the much greater width of the highway
reserve east of Nelson Road compared to that to the west, there is obviously
scope to continue to accommodate through traffic and to provide more and
improved space for other users, and to promote more sustainable forms of travel.
Moreover, modelling associated with projects such as Eastlink and the
Middleborough Road grade separation indicates that traffic volumes on parts of
Whitehorse Road and Station Street will be reduced initially, but is likely to
increase again in the long term if allowed to. Subject to further investigation, this
provides an opportunity to review the design of Whitehorse Road, taking into
account the needs of vehicles, pedestrians and cyclists and the amenity on the
median. Redesign of Whitehorse Road may also make the crossing less of a
Continue to review the design
and traffic impacts of Whitehorse
Road between Nelson Road and
Linsley Street, aimed at better
provision for pedestrians and
local traffic. Investigate
developing a two stage plan e.g.
maintain existing road cross
section profile in short term
works but in the longer term, in
parallel with traffic changes due
to projects such as Eastlink and
the Middleborough Road grade
24
psychological barrier.
Improvement of pedestrian crossings of streets is supported and could be
achieved, for example, by:
• Single-stage pedestrian crossings provided at frequent intervals.
• Traffic signal cycles adjusted to minimise waiting times for pedestrians.
separation, consider
opportunities for the reallocation
of road space and better
provision for sustainable
transport options.
Improve pedestrian crossing
facilities where feasible to
improve service for pedestrians.
This could serve as a
demonstration project for other
parts of the municipality.
Both Whitehorse
Road and the
railway create
difficulties for
pedestrian access,
and split the Activity
Centre into parts.
4.2.C Improve connectivity of the pedestrian network
Actions
Box Hill’s retail core is relatively impermeable and illegible for pedestrian access.
The Centro shopping centres cover a large area without public links through them.
Their interior routes are not part of the public realm, are indirect and disorienting.
These will remain under the control and management of the property owner,
Centro, but further improvements (such as the recently completed Centro
Whitehorse) would be valuable in providing more direct north-south routes from
Carrington Road to Box Hill Gardens, and east-west access from Prospect Street to
Station Street, and would be especially valuable in improving access to the rail
and bus stations.
Reconfigure pedestrian access
through the Centro shopping
centre to provide more direct,
open and obviously public links.
The railway creates a barrier to north-south access beyond the area of the
shopping centres. There is an existing pedestrian/cycle crossing at Linsley Street,
but not to the west, until Elgar Road. Although bridged by the shopping centre,
north-south access through the centre is indirect, confusing and does not link to
streets and paths to the south. Crossings of the railway are widely separated
(600m+ between Elgar Road and the shopping centre, 400m+ between Station
and Williams Streets). The cutting is unsightly and creates a gap that undermines
the strength of the Station Street retail strip.
Poor connectivity of the street grid is also a problem between Box Hill Hospital,
the TAFE and shopping centre, where there is no continuous east-west link
between Arnold Street and Whitehorse Road, and two of the north-south streets
are cul-de-sacs. Better access through this area is important to the TAFE and
hospitals, and to support its continued transformation from low-rise residential to
activities and development more in keeping with these institutions. Bruce Street
provides an important connection between the health/education and shopping
precincts and upgrade of this streetscape is planned in 2006/07. Also, movement
from Carrington Road to Cambridge Road is very limited.
Create new public pedestrian
links at strategic locations to
increase the connectivity of the
street network, including:
• An east-west route north of
Whitehorse Road from Elland
Avenue to Kingsley Gardens.
• Grade separated access for
pedestrians and bicycles
across the railway to link
Thurston Street to Nelson
Road.
• Undertake planned streetscape
improvements in Bruce Street.
25
Overall, this existing circulation network is inadequate to encourage a dramatic
shift toward sustainable transport, to accommodate denser development, and to
foster a change from a suburban to an urban community.
North of Whitehorse Road, the streets provide for reasonable north-south access
but there are few east-west links. This is especially limiting for access to the TAFE
and its integration with other local activities. There are opportunities to improve
access, either with redevelopment of large blocks of land or through acquisition of
strategically-located smaller properties.
4.2.D Enhance streets as public spaces
Actions
City streets are important pedestrian spaces beyond their role as travel routes.
Good streets encourage people to pause and engage in ‘optional’ activities,
supporting social and civic interaction. When this happens the presence of people
in the street makes it safer and more attractive for others just walking through.
Develop a suite of standard
paving, lighting and furniture
details to be applied in
streetscape improvement and
maintenance programs.
Streets are also an important complement to parks in providing local recreational
opportunities. The walk from home to a local park makes an important part of the
experience of the park itself. People walking or jogging for exercise rely as much
on street spaces as on parks. Open space and circulation networks should be
planned to complement each other, providing access to public spaces and using
pedestrian circulation to generate activity and interest within the spaces.
Laneways provide important pedestrian connections and present an opportunity to
become vibrant, usable spaces throughout the centre. However, some lanes are
important as routes for loading and deliveries, rubbish collection and car park
access, helping to avoid negative impacts from these uses along main street
frontages. These laneways often appear to be unattractive and unsafe places.
Recent improvements of Main Street and Market Street have improved visibility,
revitalised the space and made them seem safer. The amenity of streets should be
improved to achieve these benefits throughout the Activity Centre. The paving,
lighting and street furniture used in such improvements should be consistent to
help develop a legible hierarchy of walking routes and public spaces, and to
reinforce Box Hill’s identity.
Develop and implement a public
lighting strategy.
Enhance the laneways between
Market Street and Station Street
as a pedestrian activity precinct.
Prepare a laneways strategy for
the Activity Centre to identify
those which are suitable for
improvement as pedestrian
priority spaces and those to be
managed as service access ways.
Review and rationalise signage,
furniture and other features to
reduce obstructions in footpaths.
Typical works to improve pedestrian amenity are likely to include:
• Improve footpath maintenance standards, especially to meet DDA requirements
• Put power lines underground
• Plant or replant street trees
• Improve lighting
• Provide furniture including seating, litter bins and drinking fountains
While generous provision of furniture (especially seating) is important to support
use of street spaces, minimising clutter is also important to allow greater use of
existing footpath space, and may include rationalising signs, poles and fencing.
There are few
opportunities for
new parks in Box
Hill but more can be
made of existing
spaces such as
laneways.
26
Water sensitive
urban design should
be pursued. This
street collects light
rainfall to water the
trees; any excess
from heavy rain
overflows to drains.
Where there is more
space (in parks)
there may be
opportunities to
collect and re-use
larger amounts of
rainwater.
Recent works have
been undertaken to
improve Market
Street as a public
space, but streets
do not need to be
closed to traffic to
merit such attention.
Some streets in the
Box Hill Activity
Centre that are
important walking
routes now offer
very little amenity to
pedestrians.
4.2.E Support way-finding
Actions
Box Hill serves a diverse and widespread population, including people with visual
impairments and those who visit only on rare occasions (e.g. to visit the hospital).
It should be easy for people to find their way around the Activity Centre and to
various facilities, even if they are not familiar with the place. However, many
existing pedestrian routes are poorly designed and unattractive. There are several
dead-end streets and cul-de-sacs. Use of the transport interchange is discouraged
by its visibility and confused access. Basic issues with the design of these
circulation routes and spaces need to be addressed to improve wayfinding.
Use new tree planting and street
lighting to create a more legible,
attractive and safe hierarchy of
pedestrian links such as:
• Station Street south of the
railway
• Carrington Road
• Whitehorse Road
Streets, buildings and open spaces should contribute to way-finding through:
Ensure way-finding is supported
by all private development.
• Apparent logic and legibility in the alignment of routes.
• Maintenance of clear sight-lines along routes; avoid dog-legs in paths and lanes;
avoid building overhangs or bridges over streets and lanes that block views; and
ensure trees have a high canopy that maintains views along and across streets.
• Street design that adds to the legibility of the system, including features such as
street trees, lighting and artworks to give major routes a distinctive identity.
• Maintenance of the primary public access network at ground level. Avoid
pedestrian underpasses and overpasses.
• Buildings that give public spaces three-dimensional form, with facades aligned
Create clearly identifiable public
entries to the railway station and
transport interchange through
alteration and refurbishment of
the shopping centre.
Develop and implement a public
signage master plan for the Box
Hill Activity Centre.
27
to the street and architecture that visually reinforces the street hierarchy.
• Architecture that makes buildings’ entrances and their functions (public and
service) apparent to passers-by without signage.
• Landmark buildings and building features that are visible from a variety of
vantage points and therefore help with orientation.
Way-finding should rely on directional signs as little as possible, but some signs
are needed. At the least, signage should include street names and building
numbers. Simple directional signs are also appropriate for major destinations. At
present there is little directional signage from Centro Box Hill to the TAFE, hospital
etc. or between the between train and bus stations.
Develop and implement a
consistent standard for property
identification throughout the
Activity Centre (i.e. common
placement of street numbers in a
consistent format).
4.2.F Enhance personal and community safety
Actions
Box Hill is arguably over-represented in pedestrian casualty accidents compared to
the remainder of the Whitehorse municipality. While this is probably due to the
higher exposure of pedestrians within the Activity Centre, alterations to the traffic
system should be considered to achieve greater compatibility with human
tolerance levels. This could include an examination of additional 40km/hr or even
30 km/hr speed limits in areas of high pedestrian activity, and improvements to
intersections in areas such as Surrey Drive and Thurston Street.
Review speed limits in areas of
existing and proposed high
pedestrian activity. Review the
designs of intersections along
Surrey Drive and Thurston Street
to improve pedestrian and cycle
safety.
The mid-block section of Station Street south of Whitehorse Road is the site of the
largest number of pedestrian casualties in the municipality. A reduction in vehicle
speed along Station Street could improve pedestrian safety in this location.
Prepare, adapt or adopt
guidelines for crime prevention
through environmental design.
A sense of personal safety and security from violence is also important to support
increased residential use and extended evening activities in areas such as Box Hill.
While there is no current indication of any problem with personal safety, people’s
uncertainty can be as significant a factor as any real threat. Measures that
contribute to a real and perceived sense of personal safety should be pursued in
the design of public spaces and in development around them. There are various
sources for guidelines for crime prevention through environmental design and for
safety in city car parks that can be referred to when designing and assessing
development proposals in the Activity Centre. Among these, Safer Design
Guidelines for Victoria (refer Appendix 8.4) was published by the DSE in 2005 to
facilitate the planning of safer urban environments for all Victorian communities.
Encourage ground-level land
uses that provide active frontages
over extended hours along key
pedestrian routes, open spaces
and near bus and tram stops.
An important factor in promoting personal safety is the presence of other people
in streets and in buildings overlooking the streets. This provides for passive
surveillance, deterring crime and antisocial behaviour. It is therefore important to
avoid internalised building layouts (e.g. as with the existing Centro shopping
centres) and pedestrian overpasses and underpasses, all of which remove
pedestrian activity from the most important public spaces. All buildings at street
level should provide active frontages to the street.
Encourage Centro to create active
frontages onto surrounding
streets, especially Carrington
Road.
Discourage any further
development of building links
across streets, or pedestrian
overpasses and underpasses for
street crossings.
28
4.3
BICYCLE ACCESS
Cycling should be encouraged as a sustainable and healthy means of
travel within Box Hill and for trips of up to 5km between the Activity
Centre and surrounding areas.
Strategies to support this aim include:
4.3.A Provide secure parking and amenities for cyclists
Actions
Secure parking and end of trip facilities at places of employment (showers,
lockers, change rooms etc.) are important to encourage cycling.
Require provision of secure
bicycle parking and end of trip
facilities in all developments.
Bicycle parking facilities are available near the railway station entrance and there
are bike lockers on the central platform but these are poorly positioned and poorly
utilised. The bicycle parking needs to be in a safe and visible location that
encourages its use. Cycling ‘park and ride’ use of the station is far more
sustainable than vehicular ‘park and ride’ because it requires relatively little space,
and should be strongly encouraged.
Limited bike parking facilities are now provided elsewhere in the Activity Centre.
Increase on-street bicycle parking
near attractors such as the TAFE,
hospitals, shopping centre, and
council and community facilities.
Provide additional secure bicycle
parking at Box Hill Station and
the tram terminus.
Bicycle parking
should be provided
on street as well as
with secure lockers
at major facilities.
4.3.B Create a local network of bicycle routes
Actions
There are no existing on-road bike lanes in the Activity Centre and the only offstreet paths are along Bank and Thurston Streets. The number of cyclists in Box
Hill is now very low, and most use arterial roads despite the safety risks of cycling
in heavy traffic, possibly because these provide the fastest travel time.
Create a north-south bike route
along Nelson Road, Thurston
Street and Surrey Drive with a
new crossing of the railway and
intersection modifications along
Surrey Drive to improve cycle
safety.
The 1996 Eastern Rail Trail Feasibility Study investigated a cycle route following
the rail line, but this would carry cyclists through the most congested pedestrian
area of Box Hill and therefore requires careful consideration if pursued.
There are other opportunities to provide a bike network throughout the Activity
Centre in accordance with Council’s Bicycle Strategy. Paths and facilities should be
provided in accordance with the Principal Bicycle Network Design Guidelines.
Specific provisions should include:
• Dedicated on-street bicycle lanes or wide kerbside lanes where possible.
Examine route options and
develop a regional east-west
cycle trail along the rail corridor
as part of Councils bicycle
strategy.
• Careful design of intersections. Green pavements for bike lanes may be
appropriate where movements are complex and lane alignments are confusing.
Improve provision for on-street
cycling throughout the Box Hill
Activity Centre and on routes
extending at least 5km in all
directions from the Activity
Centre, with bicycle lanes, wide
kerbside lanes, advance stop
lines, etc. as space permits.
The current layout of Centro Box Hill precludes bicycle access to the train station
from Carrington Road. There may be scope to review bicycle access to the train
station through Centro Box Hill as part of any future redevelopment plans for the
centre.
Review scope to improve bicycle
access to the train station
through Centro Box Hill in any
future redevelopment.
4.3.C Provide information to encourage cycling
Actions
While the provision of physical spaces and facilities for cyclists is the most
fundamental issue at present, various kinds of information can also be helpful to
Provide bike route signage
including pavement markings that
• Smooth pavement surfaces on bike lanes.
• Advanced start lines and storage boxes at signalised intersections
• Management of traffic signal operations to favour cyclists.
• Avoidance of angle or perpendicular parking along bike lanes.
• Off-street paths wide enough for safe shared use with pedestrians.
29
promote cycling including:
• Signage addressed to cyclists indicating safe routes, locations of parking, etc.
• Signage addressed to motorists to help increase safety for cyclists.
• Provision/limitations for bicycles on public transport.
help way-finding for cyclists and
alert motorists to cycle paths.
Publicise details of when bikes
are allowed on trains.
30
4.4
PUBLIC TRANSPORT SERVICES
Private development and the provision and management of transport
services should encourage significantly increased use of public transport
and reduced rates in the use of private vehicular transport for travel to
and from the Box Hill Activity Centre, to provide for:
• More efficient use of available street space and land generally to
support increased levels of activity in Box Hill with higher density
development.
• Implementation of TravelSmart programs
• Greater social equity in access to important public services in the
Activity Centre.
• Improved sustainability and reduction in pollution and energy use.
Refer to State Government ‘Meeting our Transport Challenges’ action plan and
City of Whitehorse Integrated Transport Strategy for additional actions which are
to be read in conjunction with this structure plan.
4.4.A Improve existing transport infrastructure
Actions
Trains are by far the most highly utilised mode of public transport in and out of
Box Hill. A small proportional increase in train patronage could therefore be very
significant. However, the potential to accommodate increased patronage is
affected by the line’s capacity in peak hours. Minor increases in peak hour rail
services may be possible by reducing headways between existing peak period
train services. However, to support significantly increased peak period use, the
line capacity needs to be increased. A third track between Box Hill and Ringwood
would improve the peak hour capacity of the system and allow express services
between Box Hill and Ringwood. Otherwise, increased use will rely on increased
off-peak patronage. The construction of a third track is being allowed for in the
current Middleborough Road grade separation project.
Work with State Government to
provide a third rail track between
Box Hill and Ringwood to enable
increases in peak period services.
4.4.B Promote increased frequency of off-peak and counter peak services
Actions
At present, infrequent off-peak and counter-peak services limit the use of public
transport. Low frequencies are a major deterrent to use of public transport. This is
especially a problem for trips that require transfers between different routes or
modes, since arrival and departure times are difficult to coordinate. With frequent
services, coordination of different routes is unnecessary as waiting times are short
regardless. In some instances, the proposals outlined in ‘Meeting our Transport
Challenges’ will significantly improve frequency and service provision through the
Activity Centre.
Investigate potential increases in
the frequency of public transport
services, especially in off-peak
periods (including weekday
evenings and weekends) and
counter peak.
4.4.C Improve bus routing and services
Actions
A review of public transport services is needed to better serve the hospital and
western TAFE precinct, which is relatively distant from rail and tram services but
contains major public facilities as well as being a growth precinct and should be
easily accessed by public transport. This is an issue at all times, but especially at
night when walking to the station is a deterrent for hospital shift-workers.
Provision of shuttle buses or other ancillary transport services would help increase
use of existing infrastructure.
Work with transport providers to
review and adjust bus routes to
and through the Box Hill Activity
Centre, and increase the
frequency and reliability of major
bus services to ‘SmartBus’
standards.
A wider reform of bus services is also needed, focusing on direct routes to the
centre, predominantly following main roads plus implementation of the
recommendations from the Box Hill Transport Interchange Concept Design (2002).
This review should also support the continued expansion of SmartBus, providing
sufficient priority to guarantee reliable services meeting SmartBus criteria.
Investigate provision of nighttime shuttle bus services between
the hospitals and railway station.
Investigate the potential to reduce
headways between existing peak
period train services.
A review is currently being undertaken of the Whitehorse/ Maroondah/
Manningham bus services. A greater emphasis will also be placed on the operation
31
of low floor, all-ability access buses through Whitehorse.
4.4.D Integrate bus, train, tram and taxi services
Actions
The Box Hill train and bus stations allow for modal interchanges but the facilities
are inconvenient. The railway station is in the Centro shopping centre’s basement
and the bus interchange is on its upper floor, with access to both exclusively via
shopping centre elevators, ramps and lifts. The route between the two stations
through the retail area is difficult to identify and indirect. Both stations offer poor
environments for travellers. External platforms are poorly lit, isolated and
uninviting. The bus interchange is difficult to navigate and an unattractive waiting
environment, with limited access for disabled passengers. The stations are
perceived to be unsafe despite the presence of surveillance cameras. There are
also operational issues associated with the bus deck, with poor turning
movements and safety problems associated with private vehicles accessing the
deck and people crossing from bus waiting areas to the lifts and centre’s facilities
Work with State Government and
transport providers to redevelop
the bus terminus to SmartBus
standards in anticipation of a
number of services being
upgraded to SmartBus service
levels, including changes to
facilitate bus access / egress on
Station Street, and to improve
pedestrian safety and access.
Pedestrian access between buses and trains needs improvement. The bus
interchange needs to be improved to provide full DDA compliance including access
to the lift. Interchanges between all transport modes, including taxis, walking and
cycling should be easy and inviting. Access to the interchange should be linked to,
but not confused with, access to the shopping centre. The Box Hill Transport
Interchange Study recommends a significant upgrade of the bus interchange and
relocation of the train station entrance directly beneath the bus deck to support
more convenient interchanges and better access to both stations from external
areas (refer plan below for recommendations) It also identifies opportunities to
create a better retail environment.
Recommendations from Box Hill Transport Interchange Study (2002)
improve passenger amenity in the
railway station and bus terminus.
Improve the legibility of links
between the railway station, bus
terminus, tram terminus and
surrounding streets through
physical improvements of
pedestrian routes and with
directional signage.
Investigate means to coordinate
arrival and departure times to
support transfers between routes
e.g. ‘Real-time’ information.
Improve passenger facilities at
bus stops along routes to Box
Hill.
Create taxi ranks in Whitehorse
Road adjacent to the tram
terminus, on the south side
adjacent to Market Street mall,
and at a more appropriate
location in Carrington Road.
review commuter car parking
facilities (refer also 4.6.D)
Work with State Government in
the detailed planning and
upgrade of the Box Hill Transport
Interchange.
In addition to works at the stations, service timetabling is important to facilitate
transfers between routes (although the need for this would be minimised by more
frequent services). Bus services should meet and co-ordinate with each train. Bus
stops along routes into Box Hill need to have appropriate passenger facilities such
as shelters.
32
Extension of the 109 tram line from Mont Albert to Box Hill was completed in
2003, and a cafe/juice bar has been installed to complement services at the
terminus. Redevelopment of Market Street has provided a high quality pedestrian
link between the tramway and the bus and train stations.
The main taxi rank was previously located on the bus deck but was relocated
because of capacity and safety issues and is now on Carrington Road. The location
is not central to the Activity Centre as a whole, relatively hidden, and poorly
signposted from the bus and train stations. A taxi rank in a more obvious location
with more convenient links to train, tram and bus services would be of value.
4.4.E Promote public transport and reduced use of cars
Actions
Physical changes to the Activity Centre address only one side of the challenge of
increasing use of public transport. A variety of inducements for people to change
their travel habits is also important. These include:
Provide directional pedestrian
signs at public transport facilities
indicating routes to key
destinations.
• Promote car sharing and/or pooling.
• Provide staff with public transport tickets instead of car parks or company cars.
• Provide travel packs to employees to inform them of all travel options.
• Promote awareness of the area with maps, signs and photos of destinations.
• Demonstrate potential time and cost savings when using public transport.
Council has funding to undertake a TravelSmart program with the Box Hill Hospital
and TAFE. The TravelSmart program aims to achieve a change to more
sustainable travel such as public transport, walking and cycling for the thousands
of workers, students, visitors and outpatients using these major institutions. The
results of this work could provide opportunities for application of similar programs
with other major activities or areas within the centre, such as the Prospect Street
office precinct and traders.
Provide on-street information of
train, tram and bus schedules
(real time or static timetables).
Publicise route and timetable
information at hospitals and other
locations accessible to visitors
and employees.
Work with employers to develop
Travel Plans and to promote
changes in people’s travel habits
and extend principles developed
in TravelSmart programs with
Box Hill Hospital and the TAFE to
other areas of the centre (e.g.
Prospect Street and traders)
Consider reviewing the fare
structure for Box Hill as part of
the introduction of the new
ticketing system to look for
opportunities to increase travel
by public transport.
33
4.5
ROAD TRAFFIC MANAGEMENT
Vehicular traffic in Box Hill should be carefully managed to:
• Increase the use of sustainable transport options for travel to and
within the Activity Centre.
• Maintain flexible access for local traffic to support local uses including
freight and services.
• Minimise the detrimental impacts of vehicular traffic on other activities.
• Maintain regional traffic functions of arterial roads such as Whitehorse
Road and Station Street but discourage increased traffic volumes.
• Optimise safety on all roads.
Refer to City of Whitehorse Integrated Transport Strategy for additional actions
which are to be read in conjunction with this structure plan.
4.5.A
Manage traffic and choice of travel modes
Road management in Box Hill needs to balance support for arterial road functions
and local access while limiting the growth of traffic volumes. The aim is not to
reduce travel demand to the area but to manage mode choice and the times at
which people use private motor vehicles. Traffic management measures should
focus on enhancing local accessibility while reducing the attractiveness of streets
to through traffic and circulating traffic seeking parking, thus limiting overall
traffic volumes.
Given the dominance of through traffic in Box Hill and the pressures of increasing
traffic throughout the metropolitan area, reducing local congestion would merely
encourage more through traffic and increased traffic speeds in the area.
Opportunities to improve the management of through traffic and local traffic
should be examined by VicRoads and Council.
The opening of Eastlink may reduce traffic flows through the centre and could
provide opportunities to review the allocation of road space in Whitehorse Road,
including the number of lanes to make better provision for sustainable transport
options.
Actions
Avoid creating any increased
capacity for vehicular traffic
traveling through the Activity
Centre in peak periods.
Improve signage encouraging use
of routes for through traffic that
bypass the Box Hill Activity
Centre (e.g. directing traffic via
Middleborough and Elgar Roads
rather than Station Street).
Identify major off-peak routes and
destinations such as car parks
offering significant numbers of
short-term parking spaces.
Enhance traffic management
arrangements along those routes
and to those destinations.
When Eastlink is fully operational,
work with VicRoads to review
traffic conditions and design of
Whitehorse Road.
Work with the State Government
to improve provision of and
access to non-peak public
transport services.
While the rail and
tramways operate in
their own reserves
(at least within the
Activity Centre),
buses share roads
with other traffic and
their operation is
therefore affected
by congestion.
34
4.5.B Create transit-supportive roads
Actions
The key strategic problem with traffic congestion is its interference with bus
operations. Increased development in Box Hill will rely on more people moving
around on its streets. It is important to favour walking, cycling and public
transport as these use far less space per person than travel by car, allowing much
greater access without a proportional increase in road space.
Work with VicRoads and DoI to
provide priority for buses along
Whitehorse Road and Station
Street.
However, the efficiency and reliability of bus services are undermined by traffic
congestion, and this deters increased patronage. Traffic in Station Street impedes
buses, as do access arrangements in and out of the station; buses leaving the
station experience significant delays, especially turning south onto Station Street
from Carrington Road, and east onto Whitehorse Road from Station Street.
to review the operation of
services on all routes and
develop traffic management
treatments to address identified
problems.
The design and management of streets can support public transport in a variety of
ways, including transit lanes or other priority systems on busy roads, priority
signal phases, etc. The Box Hill Transport Interchange Study proposes measures
to address bus delays and improve related pedestrian amenity issues. In addition
to local route changes it proposes changes to the road network.
Create a west-bound bus lane in
Bank Street by making it one-way
for eastbound private vehicles, so
buses do not have to queue with
other traffic at Station Street.
The State Government’s ‘Meeting our Transport Challenges’ action plan proposes
to improve the arterial road network in the south-eastern suburbs in addition to
building a rail underpass at Middleborough Road.
In the context of the
recommendations of the Box Hill
Transport Interchange Study
(refer Section 4.4.D) make
Rutland Road one way
(eastbound) east of Station Street
to allow turning time at Station
Street and Rutland Road to be
transferred to southbound buses.
4.5.C Improve connectivity of streets while deterring through traffic
Actions
There are a number of problems with the local street network. The railway creates
a major barrier to north-south movement, with Station Street as the only vehicle
crossing in the Activity Centre and Elgar Road on its western boundary. There are
also various one-way streets, restricted right turn movements and dead ends.
While these have been designed to enhance the performance of some
intersections and remove ‘rat-runs’ through residential areas, they create a
confusing and illegible road network. The lack of alternative routes for access into
and across the Activity Centre exacerbates congestion on the few through streets.
Convert Cambridge Street to twoway operation.
Maximising the flexibility of access via other streets would reduce pressure on
Station Street and Whitehorse Road, enabling these to be managed more
appropriately for the pedestrian activity and public transport services they must
support. However, there are limited opportunities to physically alter the road
network. Traffic in Station Street could, hypothetically, be redirected to a new
railway crossing at Linsley Street but this would require lowering the railway line.
Circulation can be improved more practically through more modest intersection
works and by providing more efficient bus routes. The grade separation at
Middleborough Road will improve north-south traffic flows and improve rail
efficiency.
In addition, some existing road closures (e.g. Wellington Road) and one-way
streets can be altered to increase flexibility of access. This would be particularly
important in association with increased development density and a change from
traditional low-rise housing in the area near the TAFE and hospitals. With any such
new links, it is important that flexible access routes are not used as rat-runs that
encourage more through traffic. Traffic calming and measures to restrict capacity
on such routes should be installed where necessary to prevent this, including
traffic signal linking (i.e. to prevent clear runs through multiple intersections),
public transport priority measures, narrowed lane widths, restricted traffic speeds,
road humps, and turn restrictions.
Change the north end of Thurston
Street from one-way to two-way,
for all vehicles. Widen its
intersections with Carrington
Road and Cambridge Street as
required to allow this.
Consider replacing the closure of
Wellington Road with traffic
calming measures as the pattern
of development changes in this
area.
Consider widening footpaths,
implementing traffic calming
measures, etc. in local streets
where current traffic volumes are
below their potential traffic
capacity or if there is a particular
problem or need to be addressed.
35
4.5.D Minimise conflict between freight and service access and other uses
Actions
Box Hill is a focus for much of Whitehorse’s economic activity, and so there are
substantial freight movement activities in and around the Activity Centre that
must be provided for. However, truck movements in streets can add to congestion
and safety problems if not carefully managed. Delivery vehicles now load and
unload at several locations around the retail core, on and off-street. The loading
area at the west end of Main Street detracts from this important pedestrian
precinct. Delivery vehicles on Carrington Road detract from nearby office and
restaurant uses. Some vehicles also drive along the Market and Main Street mall
for deliveries, causing conflict with pedestrians, and in many cases engines are left
running causing air and noise pollution. Use of the mall for this purpose is not
permitted as of right and permits can be issued for special cases. Enforcement
may be needed with regard to this issue to improve the functions and amenity of
the mall area.
Ensure new development
provides for service vehicle
parking and access in appropriate
locations that minimise conflicts
with other uses.
New development needs to take account of freight and service requirements,
ensuring that local service clusters can be served by local streets. For example,
provision and management of off-street loading bays for larger trucks could
become an issue for the retail core if it expands.
Develop and implement a freight
and delivery access plan for Box
Hill in consultation with local
businesses, to establish agreed
times for deliveries to minimise
conflicts with other activities.
Potential conflicts between general traffic and freight and other service traffic can
also be minimised through a variety of management initiatives:
• Set preferred delivery times that avoid conflict with other activities.
• Regulate on-street delivery hours outside of peak traffic and pedestrian periods.
• Encourage use of rear laneways for service deliveries.
• Encourage drivers to switch off their engines when loading.
Truck access should be considered in all road design and management proposals.
Roadway design issues affecting freight and service access include:
Investigate the potential for
improved off-street delivery
access to Carrington Road and
Cambridge Street properties.
Enclose the Centro loading area
west of Main Street so it is not
visible from the street.
Instigate greater control over the
use of the Market and Main Street
mall by delivery vehicles.
Prepare a laneways strategy for
the Activity Centre to reconcile
potential conflicts between
service delivery and pedestrians.
• Intersection and driveway geometry to for truck turning movements.
• Steep cambers on roads and curves with inadequate super-elevation that
present hazards of trucks tipping.
Access route planning can also help identify the best routes for delivery vehicles to
the core retail precinct. These may include:
• Thames Street, as it links to the health precinct.
• Carrington Road, as it links the Retail Precinct to Surrey Park and the associated
sporting / leisure facilities in the southwest of the Activity Centre.
4.5.E Develop targeted programs to address prevalent accident types
Actions
There are a number of intersections within the Activity Centre where road safety
should be improved. Some local intersections are among the highest ranked
accident sites in the Whitehorse, although even the worst in the Activity Centre for
casualty accidents over the past five years (the Whitehorse Road / Elgar Road
intersection) ranks very low relative to other sites across metropolitan Melbourne.
Improvements were undertaken at this intersection as part of the Tram 109
extension.
Review the appropriateness of
speed limits on arterial roads and
municipal roads in the Activity
Centre.
While traffic speeds do not appear to be a significant issue at present, safety
(especially for pedestrians and cyclists) is dramatically increased by lower speeds.
Limiting speeds can also be useful to deter unnecessary through traffic along local
streets.
Investigate works to further
improve safety at the Whitehorse
/ Elgar Road intersection to
reduce the incidence of casualty
accidents (while avoiding
solutions that disadvantage
pedestrians and cyclists).
Investigate the need to install redlight cameras at signalised
intersections on Whitehorse
Road.
36
4.6
CAR PARKING
Provision and management of car parking in Box Hill should balance
objectives for access, sustainable transport and land use, with:
• A proportional reduction in the number of cars that need to be parked
within Box Hill to support increasing levels of activity.
• Parking used to support access to important activities in Box Hill that
are relatively difficult or unlikely to be sustained without car access.
• Reduced detrimental impacts of parking on environmental amenity.
Refer also to City of Whitehorse Integrated Transport Strategy for additional
actions which are to be read in conjunction with this structure plan.
4.6.A Encourage reduced rates of car ownership among local residents
Actions
A central idea behind transit cities is that greater provision of goods and services
within walking distance of housing and public transport services will help reduce
people’s use of cars. Reduced car use does not necessarily equate with reduced
car ownership. However, it is easier to live with fewer cars if they are not so
necessary for getting around, and reduced levels of car ownership among local
residents will bring advantages complementing broader objectives for Box Hill.
Provide incentives for
participants in car share
schemes, such as free kerbside
parking permits for car shares.
Car share schemes can provide one cost-effective way to reduce car ownership.
Recently introduced in the Cities of Darebin and Port Phillip, these are essentially a
co-operative car rental system, requiring only six or seven cars per hundred
members.
to develop a program for reduced
car registration fees for
participants in car share
schemes.
Reduce the number of resident
and visitor on-street parking
permits issued for new
developments.
4.6.B Encourage lower parking provision rates in new development
Actions
Some areas of Box Hill experience heavy parking demand with little spare capacity
in on- or off-street areas to satisfy needs at times. Traffic congestion is also an
existing problem. In this context, growth is problematic if reliance on private
vehicle transport continues at existing levels. Development should be managed to
significantly reduce dependency on cars, and increase the role of public transport.
Rates of car parking provision should therefore be reduced. However, the Planning
Scheme does not currently differentiate between parking requirements in activity
centres and other areas. Parking requirements are the same irrespective of
location or access to public transport. Allowing lower parking rates in Box Hill than
the current standard requirements (either reduction or full waiving) can promote a
number of favourable outcomes in line with the Transit Cities objectives.
Prepare a Parking Precinct Plan
for the Box Hill Activity Centre
including a parking limitation
strategy with minimised rates for
mandatory provision of parking in
new development, or upper limits
for parking provision rather than
minimum rates.
Car parking is significant as a land use rather than only as a transport issue. Car
parks are storage facilities that use a great deal of space, and this works to reduce
other land use opportunities. Car parks also represent a significant component of
development costs, especially as heavy construction and ventilation requirements
for parking structures add to costs of the space itself. Reduced parking rates can
therefore contribute to more affordable housing and more competitively-priced
commercial tenancies.
Enable a reduction of parking
requirements in new
developments in return for
contributions / improvements to
public transport infrastructure
and services.
Encourage major employers to
develop ‘Green Transport’ plans.
37
4.6.C Support sharing of parking spaces between multiple users
Actions
Car parks should allow for sharing between different users at different times. The
more widely parking is shared, the more any variation in its use by one group is
balanced by variations in others, so that use of each space is maximised. Sharing
between offices and entertainment activities, and between residents and daytime
workers, is likely to be feasible given their differing peak hours. Even where
current arrangements do not allow shared or public parking within a particular
building it is still desirable to support options in its future management. The need
for large lots to build parking structures efficiently also limits development
densities on small properties, if they must provide on-site parking. The ability to
use nearby car parks would enable higher density development on small
properties, and is another factor promoting parking structures for multiple users.
Support multi-site developments
in which car parking for a
development on one site may be
provided on a nearby site that is a
more efficient size or in a better
position for a parking structure.
4.6.D Use local parking spaces to support local uses
Actions
There are about 600 park-and-ride spaces at Box Hill Station that are now used to
capacity, generating traffic and occupying precious space with few benefits to the
Activity Centre. These could instead be managed to support local uses, providing a
way to support growth without a corresponding increase in traffic. Continued
provision of park-and-ride facilities is therefore incompatible with key objectives
for the Activity Centre, and should be directed to stations other than Box Hill.
Parking arrangements for uses such as the hospital need to support the range of
visitors including short-term parking as well as longer-term parking for patients
(eg: attending day procedures or overnight stays).
As part of a Parking Precinct
Plan, review and adjust the
pricing and management of car
parking in the Activity Centre to
give greater support to short stay
shoppers, hospital patrons, etc.
and to discourage park-and-ride
and commuter parking.
Striking a balance in parking restrictions and fees is also important to support the
Activity Centre. While parking fees can be important to deter commuting by car
and to ensure that spaces are kept available for other users, high short term fees
also work against Box Hill’s attraction for shoppers since parking is free in
competing retail centres such as Doncaster, Ringwood and Glen Waverley.
Discourage construction of car
parks that do not allow flexible
management to accommodate
shared or public use.
Consider suitable sites at nearby
train stations for park and ride
facilities.
4.6.E Favour priority uses of on-street kerbside parking space
Actions
On-street parking can be shared easily between multiple user groups. It supports
adjoining land uses and encourages buildings to address streets as public spaces.
Although wider footpaths would be more valuable to pedestrians in most places,
short-stay kerbside parking can generate activity and form a buffer to traffic,
contributing to amenity and personal safety. Kerbside parking can be used in offpeak times to narrow carriageways, reduce driving speeds and discourage through
traffic. Kerbside parallel parking should therefore be provided where possible.
Replace on-street parking on the
north side of Carrington Road
with a formalised kiss and drop
facility and taxi rank. Consider an
additional kiss and drop facility
on Whitehorse Road as part of
road improvements.
However, competing demands on street spaces inevitably limit the total quantum
of kerbside parking, so it needs to be made available to the most critical users.
Priority should be given to uses that cannot use multistorey parking structures,
including bus stops, taxi ranks, loading zones (e.g. for couriers), disabled parking,
very short-stay parking for other users, and passenger pick-up and drop-off.
Monitor the use of kerbside
spaces throughout the Activity
Centre and adjust management
as needed to favour bus stops,
taxi ranks, delivery and servicing
activities, and passenger pick-up
and drop-off.
Both the use and management of kerbside parking spaces can change rapidly.
Signs and metres can be altered at little cost, enabling responsiveness to
changing demands. Demand can fluctuate in response to nearby land uses (e.g. a
shop opening or closing) and changes in availability, time restrictions or costs of
alternative parking. Reports indicate that the Harrow Street car park is heavily
used on particular days, however on the day of observation only about half of the
spaces were occupied during weekday peak hours.
Modify car parking ratio
standards to reflect the different
levels of demand in different
areas (e.g. drop off and collection
areas around the public transport
interchange and major
community services, longer stays
in shopping areas for shoppers).
4.6.F Provide information to enable efficient access to available parking
Actions
Regular users of an area quickly work out the best parking options to suit their
needs. However, finding the most appropriate parking can be difficult for new and
Publicise the locations and cost
of existing car parking facilities.
38
infrequent visitors. It can even be a challenge for regulars who arrive outside their
usual visiting times, when usage patterns and parking management differ from
conditions they are accustomed to. Confusion about parking can add to traffic
congestion as people circle to find spaces. Appropriate signage, as well as careful
location of car park entries, can also help to reduce unnecessary traffic circulation
by helping motorists to readily reach parking spaces.
Provide dynamic real-time car
parking occupancy information
on the arterial road network to
inform motorists of parking
availability in off-street multi-level
car parks.
4.6.G Replace open air car parking with structures under new buildings
Actions
The many existing open air car parks in Box Hill dramatically reduce the density of
land use and detract from the area’s amenity as a pedestrian environment. Their
poor appearance, lack of active frontages and resulting lack of passive surveillance
make walking an unattractive option for moving around these areas. However,
these car parks are also opportunities for development, which could reduce
negative impacts of parking as well as accommodating more activities in Box Hill.
Construction of public parking in basements of new buildings on existing council
car parks can potentially be subsidised by residential or commercial development
above.
Redevelop open air car parks,
providing replacement parking
spaces in multi-level structures
below or contained within
buildings for other activities.
Prohibit the creation of new open
air ground level car parking
39
4.7
LAND USE MIX AND ECONOMIC AND SOCIAL ACTIVITIES
Box Hill should accommodate more intensive and diverse activities that
increase choices and opportunities, support synergies between different
uses, encourage use of sustainable transport, and complement
surrounding areas, including:
• A broad range of health, education and community services.
• Clustering of business and institutional activities and provision of
required infrastructure for economic development.
• Employment opportunities in offices and institutions.
• Retail that maintains and builds on the centre’s existing strengths
including restaurants and fresh food.
• Increased numbers and types of housing opportunities.
• Lifestyle, entertainment and cultural activities to make the area more
attractive to workers, shoppers and residents.
4.7.A Support the continued development of key activity clusters
Actions
Box Hill is a diverse economic area with established and expanding ‘activity
clusters’. These include related businesses and services, located near each other
to facilitate interaction between separate but mutually dependant facilities, to
increase efficiencies in the supply of goods and services, or so clients can compare
and choose what suits them best. The strength of these clusters is fundamental to
Box Hill’s status as a focus for regional services and as an employment centre.
Allow for expansion of health and
medical services, especially in
the area south of Box Hill
Hospital, but prevent the spread
of facilities beyond the Activity
Centre into residential areas to
the north.
Box Hill is a centre for health and medical services, dominated by the Box Hill and
Epworth Eastern Hospitals. Several other medical facilities are clustered around
these in the north-west quadrant of the Activity Centre. There is an increasing
demand for related businesses in Box Hill and this is likely to be heightened by the
Epworth development, leading to pressure to redevelop existing residential sites.
Box Hill provides a strong offer in vocational training. There is an important
education cluster linked to Box Hill TAFE, which is one of the largest organisations
in the Activity Centre. There are another eight education facilities including a
music school, language centre, college of natural medicine, VCE college,
kindergarten and the Biotech and New Enterprise Scheme Centre on Elgar Road.
As with the medical cluster, expansion of the institutions and associated activities
such as student housing are encroaching into traditional residential areas.
Box Hill provides a comprehensive range of private and public sector offices within
small and large tenancies. The two major concentrations are at Prospect Street
and Ellingworth Parade/Rutland Street. Other major offices are the Australian
Taxation Office and the Department of Human Services on Whitehorse Road.
Future demands for office space are difficult to forecast but growth is likely to be
modest with around 1.2 to 2.2 hectares likely to be required, which is about one
to two thirds of the area of the existing Prospect Street office precinct However,
even modest growth may require higher-density redevelopment of existing sites
as there is little vacant land in the office areas. It is also desirable to allow for
increases in the number of small businesses, small office space, and in alternative
working arrangements including home offices.
Community services also form an important activity cluster in Box Hill, with
government and philanthropic providers such as religious organisations. Although
these uses are scattered through the Activity Centre there is a concentration in
Carrington Road, Bank Street, Nelson Road, Ellingworth Parade and Harrow
Street, and the Department of Human Services office is an obvious focal point. As
a Principal Activity Centre, it is appropriate for Box Hill to accommodate a wide
range of highly-accessible services and facilities serving a wide catchment. They
also need to meet the specific needs of Box Hill’s residents and workers, with
provision for projected local population growth and demographic changes.
Change the land use zoning in the
north-west quadrant of the
Activity Centre (between Arnold
Street and Whitehorse Road) to
support mixed use development
with educational and health
facilities and complementary
uses including:
• Medical suites
• Health and fitness services
• Student housing
• Conference facilities
• Hotel accommodation
• Small office floor space
Facilitate consolidation of
properties between Arnold Street
and Whitehorse Road to enable
efficient, higher density and
higher-rise redevelopment
complementing the hospitals and
TAFE.
Facilitate networking between the
community service providers and
relocated activities in the area.
Encourage high density
redevelopment of the existing
low-level/low density offices in
the Ellingworth Parade / Rutland
Street precinct
40
Public and private
sector offices are an
important part of the
employment base in
Box Hill.
4.7.B Fill strategic gaps in the local retail offer
Actions
The most notable missing or poorly-represented components of a comprehensive
retail offer in Box Hill are:
Provide for modest expansion of
retail floor space. This should be
focused in areas that help to
consolidate the existing retail
core or contribute to attractive
links to other major attractions.
• Automotive dealers
• White goods, furniture and other durable household goods
• High order fashion and fashion accessories
• Major department store
However, not all of these are necessary or desirable in Box Hill. Bulky goods use
large spaces for relatively little human activity; automotive sales and servicing
demand car access rather than encouraging public transport use; and whitegoods
and furniture often require car access for shoppers to carry home purchases.
It is important to build on local strengths such as the fresh food market including
extending the ‘market profile’ of Box Hill by operating a night market. Also, Box
Hill’s retail opportunity may lie in emphasising its street and laneway areas to
provide a shopping experience different from that offered by competing centres.
A large department store is unlikely to open in Box Hill given Myer’s and David
Jones’s business focus on Melbourne’s Central Business District and major regional
shopping centres, but ‘factory outlet’ stores may be possible and would help to
recapture some of the fashion market that has been lost to other regional centres
and the Whitehorse Road Mega-Mile.
Without capturing market share from other centres, the demand for extra space in
the next decade or so is unlikely to exceed 13,000sqm; much of this could be met
by redevelopment, refurbishment and increased efficiency in existing retail areas.
Encourage the accommodation of
retail attractors (e.g. book/music
stores, sportswear and lifestyle
stores, high quality bars/cafes) at
favourable rents as parts of larger
developments, to enhance the
attractiveness (and viability) of
the development as a whole.
Investigate potential sites for
‘factory outlets’ and encourage
such development in Box Hill.
Discourage development of bulky
goods, big box and drive-in
retailing, petrol stations and other
uses that depend on car access.
Investigate the feasibility of a
night market
4.7.C Create more, and more diverse, opportunities for housing
Actions
There is a trend towards higher density residential development in Box Hill,
including student accommodation. Although DSE has modest population forecasts
through to 2030 (another 600 people) recent analysis indicates a strong latent
demand for medium to high density housing that may develop in the next decade.
Allow for higher densities of
development by allowing taller
buildings and reduced setbacks
in certain areas and by
encouraging appropriate building
types for higher densities.
Council’s Housing Study (2003) identifies four areas in Box Hill that are preferred
locations for higher residential densities / substantial change. The Housing Study
should be read in conjunction with the structure plan. The substantial change
areas are shown at Appendix 8.1. In addition, locations such as Carrington Road
(west end) and Hopetoun Parade are undergoing transition to higher densities and
should be considered in any future review of the Housing Study.
The existing local population of 3,825 could possibly increase by up to 4,600
people over the next decade to make a total around 8,500. This growth is likely to
increase cultural diversity in the area, which is already very high. The land
required for this will depend on development density and actual demand. At the
least, a low market demand could be accommodated in ten hectares with around
40% in high rise development (12 storeys). A higher demand could require over
forty hectares if only 10% of units are in high rise apartments.
The demand for higher rise residential development will primarily come from
‘empty nesters’ and young couples. Two other forms of residential demand that
are likely to grow in Box Hill are student accommodation and aged persons care
such as that provided by Moorfields. Council is undertaking a student
accommodation study to identify needs, investigate demands for and examine the
Maximise the flexibility of land
use zones within the Activity
Centre to enable a variety of
housing types in mixed use and
residential-only developments.
Encourage the design of
residential units to provide for
long term flexibility in the types of
people living in them e.g. through
ensuring high standards of
access for the elderly and people
with disabilities in all buildings.
Encourage development of visitor
and tourist accommodation
41
implications of this land use.
Although there are motels on Whitehorse Road to the east and west, there is no
visitor and tourist accommodation within the Activity Centre. This is a major
limitation of the centre. The proposed hotel and conference centre plus shops,
cinemas and apartments at 545 Station Street would make a major contribution if
it proceeds. Other potential sites that could be developed for this purpose include
the bowling alley or the north-east corner of Elgar and Whitehorse Roads.
More housing is
needed to cater for
an aging population
including units for
‘empty nesters’ and
retirees, as with this
new development in
Bentleigh, and
facilities offering
varying degrees of
aged care.
Higher density
housing can be
provided in a variety
of forms, ranging
from attached
houses of a scale
and character
designed to blend
with surrounding
neighbourhoods of
single family homes,
through row houses
that adopt a more
urban character, to
larger apartment
buildings. Each of
these may be
appropriate in
particular parts of
the Box Hill Activity
Centre.
42
4.7.D Create opportunities for affordable housing
Actions
Affordable housing is an important issue facing Box Hill and for that matter other
activity centres and locations across the metropolitan area. Three major options
are available to support the provision of affordable housing in the Activity Centre:
Prepare a prospectus and invite
expressions of interest for the
redevelopment of selected
Council sites for mixed use
development including an
Affordable Housing Component.
• Opportunities offered on land owned by Council including partnerships with
adjoining land owners
• Inclusionary Zoning Agreements
• Community Betterment Agreements
Council has control of a number of sites within Box Hill that may be suitable for
mixed use projects including affordable housing. Such projects could be delivered
in conjunction with the not for profit sector.
An Inclusionary Zoning Overlay could be applied to the whole Activity Centre,
covering all development types including commercial land uses. This can be
managed via Section 173 Agreements and would require all developments to
incorporate a prescribed number of affordable housing units or make an
equivalent cash contribution to a fund that enables acquisition of the required
units elsewhere in the area.
A Community Betterment Fund could be developed in response to zoning changes
or other planning scheme amendments that increase the development capacity of
particular sites. As a condition of exhibiting those amendments, Council can
require that development proponents for the affected sites enter into a binding
agreement with Council to contribute to a Community Betterment Fund supporting
social and physical infrastructure improvements in the area, including provision of
affordable housing.
Develop an ‘Inclusionary Zoning’
overlay to the whole study area to
provide directly Affordable
Housing or funds for Affordable
Housing.
Develop a ‘Community
Betterment’ overlay to the whole
study area to raise funds to
provide Affordable Housing and
supporting social and physical
infrastructure.
The housing generated through any of these mechanisms would be managed by a
Housing Association registered with the Office of Housing, and will be targeted at,
and permanently available to, low income households (i.e. those within the
bottom twenty percent in the income distribution for Melbourne).
4.7.E Support social and economic development and lifestyle aspirations
Actions
Principal Activity Centres should be positioned to attract advanced business
services, high technology industries and other value-added, export-oriented
businesses. The attractiveness of Box Hill to such businesses as well as to higher
density residential development depends heavily on the ability to support lifestyle
aspirations and provide a distinctive and rewarding cultural environment.
Continue annual staging of
Chinese New Year celebrations
which appeal to a regional
catchment.
Box Hill’s multi-cultural character provides scope for the development of additional
community events (e.g. Chinese New Year, Asian Festivals, Asian nation national
days) which would improve the social environment and identity of the Activity
Centre.
Box Hill offers many restaurants and cafes, mainly clustered around Carrington
Road and Station Street and dominated by a range of Asian cuisines. These
Provide opportunities for
celebrating national days for the
Asian nations.
Promote the Asian cuisine
specialty of Box Hill’s restaurants
and cafes to the wider regional
market and extend operating
43
provide a profile for the centre that can be built on, further developing its
reputation and market share as a regional centre for Asian restaurants and
produce. This specialization is supported by the fresh food market.
Box Hill contains established retail uses generally serving a local market. There is
an opportunity to develop the retail areas to provide a different shopping
experience to that of the major competing centres. An opportunity also exists for
‘direct factory outlet’ stores to capture some of the retail market that has moved
to BrandSmart in the Mega-Mile. Future demand for retail space (around
13,000sqm) could be mostly achieved by redevelopment and increased efficiency
in the existing retail areas. To ensure longer-term retail success, operating hours
could be extended on a daily basis.
A notable gap in recreation, leisure and entertainment opportunities is the lack of
cinemas, live theatre (apart from the Oxford Theatre) and public bars/hotels.
These are common elements in most Principal Activity Centres.
Expansion of local arts programs could also enrich public spaces and introduce
people to the cultural heritage of the district, helping to strengthen its points of
difference from competing centres. Redevelopment of the Box Hill Town Hall as a
community hub is currently planned to accommodate use by community groups
and agencies as well as to display Council’s art and historical collections and fulfil
civic needs. Other opportunities are being explored involving students and faculty
in creative arts programs of the TAFE and local schools, as well as other regional
artist groups, who provide a motivated local resource.
The dedication of particular spaces to specific groups could have a powerful impact
on the appearance, ownership and vibrancy of these spaces. For example, this
could include Box Hill Gardens (e.g. open air cinema / theatre / music and
sculpture exhibitions), the tram terminus and the pedestrian mall (outdoor display
and performance space), laneways (workshops and galleries), and Whitehorse
Road (public art).
hours to ensure greater activity in
the centre for longer hours.
Promote outdoor dining
opportunities.
Encourage increased diversity of
retail uses and allow extended
operating hours to ensure greater
activity in the centre for longer
hours.
Consider proposals for cinemas,
theatres, public bars and hotels in
the Activity Centre in the long
term, if market circumstances
change and if liquor licensing
constraints are ever removed.
Continue to provide a range of
physical spaces and venues that
support formal and informal
community activity.
Promote the further development
of arts programs throughout the
Activity Centre.
Redevelop the Town Hall as a
new community hub and arts
facility.
The Box Hill Town
Hall is an important
focus for community
cultural and social
activities.
Supporting casual
activities in public
places also provides
desirable ‘lifestyle’
opportunities.
4.7.F Encourage complementary mixed uses and links between activities
Actions
There are many potential synergies between uses in a well-rounded activity
centre. Among other factors, multipurpose trips supported by the co-location of
services and shops can reduce the number and distances of trips, thereby helping
to reduce reliance on car travel. Mixed uses can add to the richness of urban
experience, adding to the liveliness, attractiveness and safety of areas that, with
single uses, may be busy at some times but empty at others.
Provide for greater mixtures of
complementary uses within some
areas currently affected by
restrictive land use zones,
especially between:
• Arnold Street/ Irving Avenue
and Whitehorse Road.
• Prospect Street
• Ellingworth and Rutland Roads
Vertical land use mixes with different activities at different levels of higher
buildings can help to activate ground level spaces, exploit higher ground level
rents for retail and upper level views for housing, and provide residential privacy
even along busy public spaces. Higher development with vertical use mixes
Investigate means to promote
44
therefore provides potential for increased development even in the retail core,
where existing buildings almost completely cover their sites.
vertical use mixes in new
development.
Institutions such as the TAFE have traditionally been developed as stand-alone
facilities. However, the value of interaction between teaching facilities and other
activities has been increasingly recognised, as exemplified in the TAFE’s Biotech
and New Enterprise Scheme Centre, which will include a cyber cafe, hair salon,
and vet clinic in ‘shopfronts’ along Elgar Road. Provision of student housing has
become more important with students from other cities (and countries) attending
tertiary institutions.
Encourage the TAFE to provide
integration between TAFE spaces
and facilities and surrounding
streets, enabling access and use
by the wider community.
45
4.8
BUILT FORM
Buildings in Box Hill should attain an outstanding level of design that
contributes to the environment, gives a distinct character to the place,
and accommodates the mixtures and densities of activities desired within
the Activity Centre. Redevelopment should provide for:
• Minimised front and side setbacks and increased heights to enable
significantly increased densities in the Activity Centre.
• Maintenance of the traditional built form character of shops in the block
between Whitehorse Road and Market, Main and Station Streets.
• Transitional heights around the core to protect amenity in surrounding
residential neighbourhoods where existing heights will be maintained.
• Maintenance of the characteristic pattern of buildings set in landscaped
grounds within the civic precinct near the Town Hall
• Protection of key open spaces from overshadowing.
• Design for better public transport access to modes and stops.
4.8.A Create street-oriented development
Actions
In a high-density urban setting such as Box Hill it is vital that buildings contribute
to the quality of the public environment. Buildings with a significant public role
should be exemplary in this regard, but all buildings, public or private, should
contribute to the amenity and vitality of surrounding spaces. They should protect
spaces from undue overshadowing and wind turbulence. Active frontages should
add liveliness, interest and safety to streets. Good architecture should contribute
to the sensory and cultural richness of the place. However, many existing
buildings measure up very poorly to these expectations. The shopping centre,
many offices and TAFE buildings, and parking structures in Prospect Street and
Watts Street present blank walls or inactive frontages to the streets.
Negotiate with the shopping
centre owners to undertake
remedial development creating
active frontages onto
surrounding streets.
4.8.B Bridge major barriers
Actions
Public circulation is generally provided for with streets, lanes and paths through
parks. However, Box Hill’s street network is poorly interconnected and options for
movement across the Activity Centre are limited.
Work with the shopping centre
owners to create an improved and
more direct station concourse
aligned with Market Street and
linked legibly to Carrington Road.
In these circumstances, private development can have an important role in
contributing to better public access networks including access to public transport
modes and stops. There is potential to reorganise the interior of the shopping
centre and railway station concourse to provide a more direct link through the
centre. There is also potential for air rights development over the railways east
and west of the shopping centre, which could contribute to links in those areas.
Encourage integration of
buildings with surrounding public
spaces.
Investigate opportunities to
develop over the railway in
general, looking initially at
creating an active frontage along
the east side of Station Street.
Investigate air rights development
linked to redevelopment of
properties at the south end of
Nelson Road to create a link to
Surrey Drive / Thurston Street.
Work with Box Hill TAFE to create
an east-west public walkway
north of Whitehorse Road in
connection with development of
properties in the area.
46
Air rights development over the
railway east of
Station St would to
shelter and activate
the streetscape, as
well as supporting
the vitality of nearby
retail areas. Lightweight low rise
buildings have been
successfully
developed in a
similar situation
over the railway at
Chapel Street,
South Yarra.
4.8.C Integrate new development with heritage buildings
Actions
Although substantial redevelopment in the Activity Centre is expected, and
encouraged, it is important to maintain a sense of continuity with its history.
Diversity in building stock, including accommodation at a variety of scales and
suiting various budgets, can be important to support small local businesses and
foster new business development, as well as to support a variety of residential
needs. It is also desirable to retain diversity in architectural character rather than
creating a uniform and bland environment. It is also usually more effective to
retain and build upon local character rather than applying a contrived character to
replace that which has been lost. The cultural significance of heritage buildings
and landscapes should be protected and used as an integral part of a newlydeveloping sense of place.
Ensure any development in the
Town Hall civic precinct
integrates carefully shaped open
spaces with the built form.
The Town Hall and a modernist brick building at Box Hill TAFE are protected by
Heritage Overlays in the local planning scheme. St Peters Church is also a nicely
detailed and proportioned building, as is the public library, and the role of these
buildings as focal points for the community adds to their significance. The open
areas around the civic buildings also make an important contribution to the
character of the precinct, provide potential for public use, and contribute to the
prominence of the civic buildings. However, these spaces tend to be used mainly
as car parks. Ad hoc development of secondary buildings has also fragmented
some of the spaces rather than helping to define well-proportioned forecourts and
pedestrian corridors.
The image of the traditional retail centre (bounded by Whitehorse Road and
Station, Main and Market Streets) is dominated by the former Railway Hotel, but
there are several other two storey Art Deco or Modernist buildings that contribute
to the area’s identity. The integrity of this as a block with an internal system of
laneways (rather than a linear strip as in most suburban shopping areas) makes it
an unusual and significant feature of Box Hill. Many of these buildings are in poor
repair and there is extensive clutter on facades with signs, unsightly awnings, etc.
There are also a number of buildings of heritage interest beyond the traditional
retail centre.
Encourage restoration of the
former Railway Hotel (Whitehorse
Road and Station Street) and
accommodation of upper floor
uses, to reinforce the heritage
character of the precinct and
promote links to the laneways
behind.
Encourage restoration of listed
heritage buildings and
contributory buildings.
Encourage a clean-up of facades,
awnings and signs in the
traditional retail centre to support
the image and retail viability of
Box Hill.
Consider Heritage Restoration
Grants or low interest loans
schemes to support restoration of
buildings.
47
This TAFE building
is one of Box Hill’s
important heritage
buildings, and
contrasts starkly
with new ‘heritage’
style housing being
built in the area.
4.8.D Facilitate change in nominated areas while protecting areas of stability
Actions
Despite extensive recent infill redevelopment with higher density units, one and
two storey housing dominates the neighbourhoods around the Activity Centre. Yet
at its centre, a 23-storey building has been approved at the corner of Station
Street and Carrington Road. Creating acceptable transitions between these
existing and new, low and high-rise buildings is a challenge.
Recognise areas of stability
where protection of the existing
character is important, and areas
that can change with minimal loss
of community values
There are large areas in the Activity Centre that have lost their former character
through partial redevelopment, without creating a strong new character. For
example, the area between the hospitals and Whitehorse Road is in a transitional
state as larger scale offices, the TAFE, the hospitals and associated developments
are spreading into a former residential neighbourhood. Some houses remain, but
are fragmented into pockets located between major developments and are
isolated from other residential neighbourhoods. Land acquisition for the tram
extension has further disrupted the area. These pockets of established residential
development, which are highly valued by some residents, should be given due
consideration as the activity centre changes.
In areas of change, maximise
development potential to reduce
pressures in areas of desired
stability (See Built Form
Precincts).
Within these disrupted areas where a change in character is acceptable,
maximising the scope of change will help to minimise the area that is subject to
change. However, some areas of moderate change may be useful buffers to lowrise areas, and the resolution of transitions between major redevelopment sites
and existing buildings needs to be addressed carefully in development proposals.
The management of significant change that happens in stages is also an issue. For
example, where side setbacks now allow light and privacy in houses with windows
facing side boundaries, eliminating side setbacks in new buildings to support
higher-density development may have adverse impacts on residents in existing
houses. While not addressing short-term amenity issues, maximising the scope of
permissible change in these areas will increase the value of the properties and
help to accelerate redevelopment, shortening difficult transitional periods.
There may be covenants existing along Irving Avenue and in other areas and this
may restrict development and subdivision potential. Examination of the extent of
these impacts needs to be undertaken.
Support the consolidation of
properties to enable desired
development (especially efficient
parking structures).
Use car parks as development
sites (replacing public parking in
basement structures) e.g. Station
Street at southern gateway to the
Activity Centre.
Consolidate a redevelopment site
at the north-east and north-west
corner of Whitehorse and Elgar
Roads.
Examine the existence of
restrictive covenants on
residential properties and resolve
the potential to remove these to
enable appropriate development.
There are many
situations where
development should
create sensitive
transitions between
large and small
buildings. However,
in areas where a
marked change in
building scale is
appropriate, a
transitional period
with an awkward
mix of building types
and scales must be
48
accepted. New
buildings in these
areas should be
designed to respond
to the desired
character of the
area rather than to
existing buildings.
4.8.E Design appropriately for a high density context
Actions
One of the underlying considerations of the structure plan is the need to provide
increased opportunities for residential development in the centre. This will involve
higher densities, requiring sensitive design solutions to overcome issues such as
overshadowing and loss of privacy. Such issues are likely to become problems if
densities are increased merely by scaling down lot sizes without changing building
patterns, and so there is a need to adopt more ‘urban’ built forms for all types and
heights of development.
Adopt building height and
setback controls for development
to support efficient construction
and use of land, including:
• Eliminate requirements for side
setbacks, encourage party wall
construction and prohibit sidefacing windows.
• Minimise requirements for front
setbacks where these are of
ornamental value only.
All developments should be designed to reasonably protect amenity on their own
and neighbouring sites. This will entail a wide range of considerations such as:
• Anticipate and allow for likely future development of neighbouring sites.
• Incorporate measures to ensure occupants’ acoustic and visual privacy as an
integral part of building layout and design, rather than relying on spatial
separation, or screening attached to neighbouring buildings.
(See Development Control
Guidelines: Built Form)
• Isolate and baffle noise sources. Use mechanical systems in air conditioners,
garage door openers etc. that minimise noise generation. Separate noise
sources such as entertainment spaces and service areas from sensitive spaces
including bedrooms and shared light courts.
Apply the DSE Guidelines for
Higher-Density Residential
Development within the Activity
Centre instead of ResCode.
• Use building orientation, intelligent floor plans and consideration of heights to
ensure good solar access and avoidance of overlooking of private spaces.
• Ensure development proposals support comprehensive functional requirements
within the building site including waste storage and access for disposal, post
boxes, community space around buildings, etc.
Develop a process to audit the
amenity impacts of development
proposals including benchmarks
for acceptable and superior
design, and use these in the
application of any discretionary
development controls.
There are new Department of Sustainability and Environment (DSE) guidelines for
higher-density residential development that address these issues, which can be
used and expanded upon as necessary to guide new development.
Evaluate development proposals
to ensure protection of adjoining
sites’ development potential.
4.8.F Promote sustainable building design and construction
Actions
Melbourne 2030 and the Transit Cities program aim to support a more sustainable
future for Melbourne. Regardless of these broad strategies, sustainability also
relies on the detailed design of buildings, use of materials in them, energy used to
run them, maintenance, lifespan and replacement costs. All development in Box
Hill should demonstrate high standards of environmental sustainability.
Develop a tool to assess and a
process to audit the sustainability
of development proposals with
benchmarks for acceptable and
superior design, and use these in
the application of any
discretionary development
controls.
• Provide high standards of internal amenity including access to daylight and
natural ventilation to compensate for reduced access to private open space.
Support by infrastructure is an issue. There is minimal sewage capacity in the
study area and there may be a need to upgrade the connection to Canterbury
Road that runs along Station Street. The staging of growth will therefore be
important as will a water conserving approach for new development in the interim.
Melbourne Water has advised that part of the study area is covered by its Box Hill
Redevelopment Scheme and that future subdivision within this area may be
affected by developer contribution charges. In addition, the 1:100 year
stormwater flow path crosses Howard St and is covered by a Special Building
Overlay.
Invest in and upgrade
infrastructure capacity and
ensure the conservation of
resources and efficient supply of
services.
49
As the area changes designs should aim improve landscaping and consider
increased use of indigenous vegetation, which consume less water than many of
the existing exotic species in the area.
Adaptability of buildings is also important to allow changes in use without wasteful
rebuilding. For example, buildings that supply a short term market for student
housing could be converted in the longer term to suit empty nesters or the
elderly, if it is designed to meet appropriate accessibility standards and with
consideration of varied user needs.
Encourage landscaping with
indigenous species that use less
water than commonly-grown
exotic species and that contribute
to the ecological sustainability of
the area.
Promote floor plans and building
standards that allow for future
adaptation to other uses e.g.
maintaining high accessibility
standards in all residential units.
The ‘Oasis’
apartments in St
Kilda integrate
stormwater
catchment into the
landscaped open
space.
The East Melbourne
library emphasises
sustainable design
principles including
use of natural
lighting and
ventilation.
[Photo: D Hannah]
4.8.G Promote design excellence
Actions
Good design will contribute amenity for people living and working in Box Hill, and
is an essential tool for marketing the area to encourage local investment and
shopping. This applies to permanent features – requiring the input of architecture,
landscape architecture and urban design – as well as more ephemeral things such
as retail presentation, shopfronts, advertising and promotional materials.
Encourage developers to use
qualified and experienced design
professionals. Reinforce the
message that good design can
save costs by expediting
approvals as well as by providing
potentially higher returns on
capital investments.
A widespread understanding in the community of the value of design is an
important basis for improving design results. Programs such as the City of
Whitehorse Urban Design Awards are an important way to develop this
understanding. New projects also set examples, and Council or the State
Government projects should always strive for design excellence.
There is also scope for improvement of designs during pre-application discussions
and through the planning approvals process. This is often limited since schemes
have become entrenched, but there is usually scope to improve almost any design
at any stage. In addition, the fact that good design can expedite the approvals
process should be made clear from the outset.
Use the City of Whitehorse Urban
Design Awards program to
promote design excellence.
Establish a place management
process that includes assisting
with and promoting higher
standards of retail presentation.
50
Good ‘contextual’
design does not rely
on pastiches of
historical styles, nor
does it require
architecture that is
subservient in
relation to existing
buildings. New
development should
always make a
contemporary
contribution to
design excellence in
Box Hill.
4.8.H Encourage development to contribute to Box Hill’s sense of place
Actions
Several landmark sites and ‘gateways’ to Box Hill are vacant or underutilised.
Redevelopment of these sites could contribute significantly to Box Hill’s identity
both through the visual impact of prominent new buildings, and by
accommodating significant uses.
Encourage redevelopment of
landmark sites including:
• NE corner Elgar Road /
Whitehorse Road (possibly
including Bowls Club)
• NW corner Station Street /
Carrington Road
• SW corner Station Street /
Cambridge Street
• SW corner Market Street /
Whitehorse Road
• SE corner Harrow Street /
Station Street (car park)
• NE corner Bruce Street /
Whitehorse Road
• NE corner Nelson Road /
Prospect Street (AMF Bowls
site)
• NW corner Elgar Road /
Whitehorse Road
51
5
Development control guidelines
This section sets out recommended controls over development aimed to support the
vision and objectives of the Structure Plan. The recommendations are set out under
the categories of:
• Land uses, as controlled by designations of Land Use Zones. Desired outcomes
are set out together with a brief description of the types of activities that should
be supported, and the recommended zones. Where this requires a change to the
existing Planning Scheme (re-zoning) this is noted.
• Built form, as may be controlled through Design and Development Overlays
and/or other incorporated policies in the Planning Scheme.
Both of these are set out within precincts – ‘Activity Precincts’ and ‘Built Form
Precincts’ – that cover the area addressed by the Structure Plan, as illustrated
under the Vision and Planning Framework earlier in this document.
It should be noted that variations in recommended land uses in the Activity Centre
do not necessarily correspond with variations in the desired built form character.
For example, residential use is recommended within areas of low-rise detached
houses as well as in areas where larger apartment buildings are appropriate. As a
result, the boundaries of the two types of precincts do not correspond with each
other.
It should also be noted the precincts noted above differ from the 2002 Box Hill
Urban Design Framework (UDF) because:
• The Structure Plan addresses a slightly different area than the UDF.
• It adopts a different approach than the UDF, addressing activities separately from
built form as variations in land uses do not correspond with variations in desired
built form character.
• Uses and built form are controlled with different mechanisms (Land Use Zones
and Design and Development Overlays, respectively).
As a result, the, precinct boundaries in the two studies differ. This is demonstrated
in Appendix 8.3.
52
Figure 6: ACTIVITY PRECINCTS (Figure 4 repeated)
53
5.1
LAND USES
Desired outcomes
Guidelines
5.1.A Box Hill Transport and Retail Precinct
Intense mixtures of activity
over extended hours to create
the central focus for Box Hill.
Retail sustained throughout
the precinct, complemented
by entertainment, commercial
and other uses e.g. hotel and
conference facilities.
A vital streetscape
environment that will
encourage additional
investment in retail activity.
Activities
• Retail to all ground floor areas, especially at street frontages
• Uses that activate the streetscape daytime and evenings (including restaurants and
entertainment) encouraged along all streets and laneways
• Uses that support an emphasis on pedestrian access and activity
• Office space at upper levels
• Residential at upper levels, especially hotel accommodation.
• Health and community services co-located with shops enabling multipurpose trips
Zoning
• Business 1 – most of the precinct (no change)
• Business 2 – small area north side of Whitehorse Rd, near Nelson Rd (no change)
5.1.B Prospect Street Precinct
Consolidation as the primary
office precinct in the region.
Activities
• Continuation as the primary office precinct in Box Hill.
• Small scale cafes and service retail at ground levels of taller buildings
• Mixed use including residential development to create 24 hour/7 day activity
Zoning
• Business 2 – entire precinct (no change)
5.1.C Civic and Eastern TAFE Precinct
Consolidation of council
services, meeting spaces,
and cultural, community and
educational facilities in the
precinct.
Activities
• Education – Box Hill TAFE (incorporating Creative Arts, Design and Fashion faculty)
• Arts and cultural facilities including the library, the Town Hall utilised as an arts and
cultural centre, and potential development of community hub at the rear of the
Town Hall accommodating various community groups and services
• Retention of St Peters Church and funeral parlour encouraged as community
facilities and services complementing the civic nature of the precinct
Zoning
• Public Use 2 – TAFE (no change)
• Public Use 6 – Town Hall, Library (no change)
• Church sites and funeral home (no change)
5.1.D Hospital and Western TAFE Precinct
Growth and enhancement of
educational and medical
institutions and support for
related businesses.
Activities
Property consolidation to
facilitate redevelopment and
creation of public accessways through the precinct.
• Offices, complementing the existing office precinct south of Whitehorse Road
Development addressed to
Nelson Road to create a
pedestrian-friendly street.
• Hospitals and associated medical suites and services
• TAFE and associated services and offices
• Community facilities and services
• Higher density residential including student housing
• Gyms, fitness centres, swimming pools and other private communal or commercial
recreation facilities that complement those available in public spaces
• Multi-storey car parking on sites with direct access from main roads
Zoning
• Public Use 2 and 3 –TAFE and hospital sites west of Elgar Rd and north of Arnold St
• Priority Development Zone– area between Whitehorse Rd, Nelson Rd, Arnold St and
Elgar Rd (change from Residential 1, Public Use 2 and 6 and Business 3), with
54
Desired outcomes
Guidelines
appropriate recognition of the provisions that currently apply under the existing
Public Use Zones and the Planning and Environment Act 1987 to the Box Hill
Hospital and Box Hill Institute / TAFE owned properties.
5.1.E Box Hill Gardens Precinct
Provision for significant
residential growth, in an area
with good access to transport
services and Box Hill
Gardens.
Development of small scale
offices, community services
and retail to activate ground
levels.
Activities
• Higher-density residential
• Limited retail, small offices, community services and complementary uses to
activate ground floors, especially at frontages to Irving Ave, Bruce St and Station St
• Public/shared car parking in basement structures
Zoning
• Mixed Use (change from Residential 1, Business 3 and Public Use 6)
5.1.F Southern and Eastern Precincts
Accommodation of growth in
the local supply of office
space.
Activities
Continuation of the precinct’s
role in supporting some retail
activity.
• Higher density residential especially at upper levels
Office and retail activities that
respond to prominent
Whitehorse Road and Station
Street frontages.
Zoning
Mixed uses including higher
density residential as a buffer
to established residential
precincts.
• Public Use – police station at Kangerong Rd (change from Residential 1)
• Offices
• Restricted retail
• Business 2 – existing
• Mixed Use – transitional areas to residential precincts (change car parks from Public
Use 6, change peripheral Business 2 and Residential 1)
5.1.G Box Hill Gardens and Kingsley Gardens
Convenient access to high
quality public open space and
recreational opportunities
Activities
• Public recreation
Zoning
• Public Park and Recreation – Box Hill Gardens and Kingsley Gardens (no change)
5.1.H Residential Precincts
The areas’ residential role
protected.
Medium density residential
development encouraged.
Encroachment of medical
facilities north of Thames
Street prohibited.
Activities
• Residential – Refer to City of Whitehorse Housing Study (Feb 2003) for nominated
areas of substantial change / higher density precincts
Zoning
• Residential 1 – bulk of precincts (no change)
• Public Park and Recreation – pocket parks (no change or change from Residential 1)
*Any future rezoning of land will require an amendment to the Whitehorse Planning
Scheme as part of a separate process
55
Figure 7: EXISTING ZONING
56
Figure 8: PROPOSED ZONING
* Any future rezoning of land will require an amendment to the
Whitehorse Planning Scheme as part of a separate process
57
Figure 9: BUILT FORM PRECINCTS (Figure 5 repeated)
58
5.2
BUILT FORM
Desired outcomes
Guidelines
5.2.A Peripheral Residential Precincts
The area’s residential
amenity protected.
Modest increases in
density.
Protection or replacement of existing buildings
• Retain and restore heritage buildings, and encourage retention and refurbishment of
other houses that contribute an appropriate setting for them.
Height limits and setbacks
• Refer to ResCode.
5.2.B Low-rise Higher-density Residential Precincts
Attractive residential
streetscapes enhanced by
private gardens.
A transitional building scale
between residential areas at
the edge of the Activity
Centre and high-density
redevelopment areas.
• 3-storey preferred limit (11 metres approx. including roof).
Increased residential
development densities.
High standards of privacy
and amenity in new
developments and adjoining
sites.
The amenity (including
access to sunlight) of Key
Public Spaces protected.
• Support general redevelopment of the precinct.
Building height limits and upper level setbacks
• Avoid overshadowing of Key Public Spaces, Peripheral Residential Precincts or
residential areas outside the Activity Centre between 11am and 2pm on 22 June,
beyond what would result from an 11m building over the full extent of the site.
Ground-level setbacks
• Match the front setbacks of adjoining buildings, adopting the lesser setback where
existing buildings on either side differ.
• No side setbacks required.
Frontage qualities
• Each building should provide for its occupants’ privacy at interfaces with adjoining
properties (e.g. with party walls, translucent glazing, etc.).
• Create good ‘street architecture’ with articulated facades, fenestration, parapets,
detailing and materials that give a sense of human scale and interest to the street.
• Avoid car parking at the street frontage of properties.
Private open space
• Ensure that private open spaces including balconies, courtyards, etc. are useable
having regard for factors including size, access, sunlight and wind, as well as privacy
in relation to public spaces, neighbouring units and private rooms in the same unit.
• Provision of roof gardens is encouraged on large building sites.
5.2.C Traditional Town Centre
Pedestrian-friendly streets
and lanes lined by attractive
buildings, given a sense of
vitality and safety by active
building frontages.
The precinct’s built form
character retained and
heritage buildings
protected.
• Encourage sympathetic infill development of other sites.
Retail activity sustained
throughout the precinct and
complemented by shop-top
commercial and mixed use.
• Retain and restore buildings with heritage significance.
• Encourage restoration of contributory buildings.
• Encourage replacement of one-storey buildings with new multi-storey buildings to
support more intense land use.
• 3-storey preferred limit (11 metres approx.).
• Any height above 11m should be set back from the street/lane to maintain
consistency of the streetscape scale.
• Avoid overshadowing of Key Public Spaces between 11am and 2pm on 22 June
• Do not create front or side setbacks at street level.
Frontage qualities
• Provide active frontages at ground level along all streets and lanes.
59
Desired outcomes
Guidelines
• Provide windows overlooking streets and lanes at levels above ground floor.
• Avoid ground level car parks or parking in structures exposed street frontages.
• Provide enclosures for bins and other service facilities within the buildings.
• Encourage use of rear lanes that are not pedestrian priority spaces to provide service
and vehicular access to the site, to minimise detrimental impacts on major pedestrian
frontages.
• Provide continuous weather protection along the Station St, Whitehorse Rd and Main
St footpaths using cantilever awnings / canopies, unless conflicting with the
architectural character of significant heritage buildings.
5.2.D Mid-Rise Commercial and Mixed Use Precinct
Attractive pedestrianfriendly streets lined by
buildings and given a sense
of vitality and safety
through their activation by
adjoining uses.
A transitional scale between
low-rise development near
the periphery of the Activity
Centre and high-density
redevelopment areas.
• Encourage general redevelopment of the precinct.
• 4-storey preferred limit (14 metres approx. including roof).
• Avoid front setbacks
• Avoid side setbacks unless required for access.
Increased land use
densities.
Frontage qualities
• Provide windows overlooking streets and lanes at levels above ground floor.
• Provide active frontages at ground level.
• Encourage use of rear lanes to provide service and vehicular access to the site.
• Provide enclosures for bins and other service facilities within the buildings.
Car parks
• Design car parks to allow for shared or public use (even if it is to be managed for
restricted/private use in the short term). Provide good quality pedestrian access into
parking structures directly from the public realm. Provide separation and security of
private storage, rubbish disposal and other building functions from parking areas.
5.2.E Town Hall Precinct
Attractive pedestrianfriendly streets and open
spaces given formal
definition by buildings and
a sense of vitality and
safety through their
activation by adjoining
uses.
Consolidation of civic and
educational facilities in the
precinct.
• Retain and restore buildings of heritage and community significance.
Links
• Maintain and improve mid-block pedestrian links for permeability between Whitehorse
Road and Bank Street.
• Limit heights or provide upper level setbacks as appropriate to respect listed heritage
buildings (Town Hall and TAFE building W2), as well as other significant civic buildings
(Library and St Peter’s Church).
• 4- to 6-storey preferred limit (nominally 20 metres).
60
Desired outcomes
Guidelines
Civic buildings given visual
emphasis and the
significance of heritage
buildings and associated
open spaces protected.
• Provide setbacks as appropriate to the context of significant buildings.
Frontage qualities
• Provide active frontages at ground level and overlooking windows at levels above
ground floor, along all streets and where buildings front onto pedestrian spaces.
• Avoid ground level car parks or car parking in structures exposed street frontages.
Car parks
• Design car parks to allow for flexible management to accommodate shared or public
use (even if the car park is to be managed for restricted/private use in the short
term). Provide good quality pedestrian access into car parking structures directly from
the public realm. Provide separation and security of private storage spaces, rubbish
disposal and other building functions from car parking areas.
5.2.F Major Development Precinct
A fine grain of attractive
pedestrian-friendly streets,
lanes and arcades lined by
buildings and given a sense
of vitality and safety
through their activation by
adjoining uses.
Significantly increased land
use densities close to the
railway station, and in the
area between the station,
hospitals and TAFE.
access to sunlight) of
streetscapes and Key
Synergies between public
parklands and uses at their
edges, and enhanced
community safety in
parkland.
Amenity in surrounding low
rise precincts protected.
• Retain and restore buildings with recognised heritage significance.
• Encourage general redevelopment of the precinct.
• Higher density mixed use development south of Box Hill Gardens is encouraged to
create active frontages to Irving Ave and Nelson Rd with uses complementary to Box
Hill Gardens and supporting public activity in the area.
• Redevelopment of the TAFE buildings overlooking Kingsley Gardens and adjacent to
the Town Hall is encouraged to create an active interface with the public space.
Links
• Provide direct public pedestrian access from Market St to Cambridge St.
• Provide direct east-west public pedestrian access north of Whitehorse Road between
Elland Ave and Kingsley Gardens.
• Encourage use of rear lanes, where they exist, to provide service and vehicular access
and to provide mid-block pedestrian links.
• No specific height limit.
• Provide transitional heights within this precinct to respect low-rise development in
adjoining precincts (i.e. along Thames St, Thurston Cr and William St).
• Along Market St and Main St any height above 3 storeys (12m) should be set back
from the street.
• Along Whitehorse Road any height above 6 storeys (24m) should be set back above a
podium.
• Along other streets any height above 4 storeys (16m) should be set back above a
podium.
• Provide ample spacing between the upper levels of high-rise buildings to ensure
private amenity including access to sunlight and outlook.
• Avoid front and side setbacks.
Frontage qualities
• Provide active frontages at ground level and windows at levels above ground floor
overlooking streets, lanes and parks to support natural surveillance.
• Encourage first-floor public activities and allow balcony verandahs over footpaths on
street frontages opposite Box Hill Gardens.
61
Desired outcomes
Guidelines
• Design buildings facing Box Hill Gardens and Kingsley Gardens to suit close views by
pedestrians in the street as well as distant views from within and across the parkland.
• Provide weather protection using colonnades, awnings over footpaths, etc. especially
where pedestrians must wait for traffic signals or for public transport services.
• Protect footpaths from wind turbulence.
• Minimise driveway crossovers and service entries onto important pedestrian routes if
access to properties can be made from other streets or lanes. Where crossovers
cannot be avoided their widths should be minimised and clear priority given to
pedestrians on the footpaths.
• Provide service areas, bin enclosures and other service facilities within buildings.
Private open space
• Ensure that private open spaces including balconies, courtyards, etc. will be useable
rather than merely ornamental, having regard for factors including size, access,
sunlight and wind, as well as privacy in relation to public spaces, neighbouring units
and private rooms in the same unit.
• Provision of roof gardens is encouraged on large building sites.
Car parks
• Design car parks to allow for flexible management to accommodate shared or public
use (even if they are to be managed for restricted/private use in the short term).
Provide good quality pedestrian access into parking structures directly from the public
realm. Provide separation and security of private storage spaces, rubbish disposal and
other building functions from parking areas.
5.2.G Key Public Spaces
Convenient access to public
open space and recreation
opportunities in the Activity
Centre.
Protection and
enhancement of open
spaces’ character.
An effective increase in
useable open space
through removal of
encumbrances and design
improvements.
• Rationalise or redesign poorly utilised or unnecessary buildings.
• Avoid new buildings in parkland unless no alternatives exist on surrounding sites to
provide facilities supporting intended uses of the open space.
• Minimise overshadowing of open spaces.
Frontage qualities
• Ensure any buildings within open spaces provide attractive frontages from all
surrounding vantage points.
• Provide enclosures for bins and other service facilities within any buildings.
62
6 Managing change
6.1.A Place management and promotion
Actions
Successful implementation of transit oriented development often requires a ‘place
manager’ if it is to be successful.
Appoint a Box Hill ‘place
manager’ to help coordinate the
implementation of projects,
promotion and ongoing
community and trader liaison
There also needs to be increased effort to further develop and implement a
business plan for the Box Hill Activity Centre by the trader groups and the
Chamber of Commerce. This should address marketing campaigns, improvements
to the appearance of shops, improvements to the environs of the Centre, etc. The
business plan and marketing campaign could be funded through a special rate
scheme. Establishing a representative Business Forum to liaise with Council on
local economic and urban development is also an initiative to be considered.
Prepare a Business and
Marketing Plan for Box Hill.
6.1.B Adopt planning scheme and policy amendments
Actions
While the Structure Plan is informed by and aims to support the local Planning
Scheme, the local analysis and identification of options has been undertaken at a
level of detail that enables fine-tuning of policies developed at a municipality-wide
level.
Prepare zoning changes to
support desired land use mixes.
Prepare DDOs reflecting
recommended built form controls.
The Structure Plan’s recommendations for built form controls are a substantial
addition to the existing planning scheme provisions, and should be incorporated
into the scheme through Design and Development Overlays (DDOs) or similar. In
addition, some recent changes in land use and development are not reflected in
current zoning provisions, including the new police station and sites acquired to
widen Whitehorse Road in connection with the tramway extension.
6.1.C Use public projects as catalysts
Actions
Public projects are important to support development in Box Hill for a variety of
reasons. Some may provide basic services or facilities necessary to support
development (e.g. upgraded water and sewer connections). However,
development may be stymied by a lack of demand as much as by a lack of
opportunity, and other projects may be vital in providing an enhanced
environmental amenity that will attract and retain users and residents. In
addition, public projects have important publicity value and demonstrate to
potential private investors and developers a commitment to make the plans work.
Plan and budget for a program of
capital works to improve streets
and spaces in Box Hill, with
priority given to those of highest
strategic value in promoting and
supporting local redevelopment.
Both the State Government and the Whitehorse City Council are responsible for
public works in Box Hill. Council has requested the State Government to commit
to infrastructure improvements to support the Activity Centre. Such a commitment
is an essential complement to the policy statements in Melbourne 2030.
Government support can also take for form of greater involvement by the tertiary
education sector, through facilitating private sector projects and increasing
business training opportunities.
Pursue major State Government
projects including:
• Redevelopment of the Box Hill
Transport Interchange.
• Provision of a third rail track
between Box Hill and Ringwood
railway stations.
• Improved bus services into and
out of the Activity Centre.
Pursue Council projects such as:
• Laneway revitalisation
• Affordable housing
63
6.1.D Acquire and consolidate properties to facilitate development
Actions
One barrier to implementation of the plan may be the need to consolidate sites for
uses requiring large ground areas (e.g. parking structures) in areas of fine-grained
subdivision and fragmented ownership. Where such development is desired, there
is a case for Council to consider intervening in the land market. This could entail
purchasing sites as they come onto the market, or compulsory acquisition. Taking
such action in order to stimulate investment is supported in the 1997 Economic
Development Strategy, which states ‘Council can facilitate economic development
by purchasing key sites at appropriate times, preparing development plans,
guidelines etc and then on-selling (usually with development permits)’.
Prepare a Statement of Intent that
sets the conditions under which
Council may consider the
purchase of property to facilitate
development according with the
Structure Plan, such as:
• Implementation of the key
public initiatives identified in
Section 6, or others developed
in the course of implementing
the plan.
• Negotiating sites for
redevelopment either by the
private sector or for Council
purposes.
Council now owns properties that could be developed individually or in partnership
with owners of neighbouring properties, for example the Bruce Street car park.
Ownership by the City of Whitehorse and Centro of properties on Market Street,
Whitehorse Road and Prospect Street as well as Centro Box Hill (VicTrack owned
but Centro operated) and Centro Whitehorse is critical. They provide, among a
relatively small group of stakeholders, the opportunity to re-brand the precinct
with outstanding new gateway buildings that anchor the precinct and provide the
impetus for ongoing renewal.
6.1.E Attract and encourage investment
Actions
One of the most important potential limitations to realising projections for growth
in housing, offices and retail in Box Hill is the proportion of the potential demand
that can be attracted to the Activity Centre. A tempering consideration to the
question of new office development is Box Hill’s attractiveness in comparison to
other alternatives. Furthermore, prices for units and apartments in Box Hill rose
more than in surrounding suburbs between 1996 to 2003, indicating its increasing
attractiveness as a place for medium to higher density living. However, rents have
not risen by anywhere near this amount, and this disparity could dampen growth
in the rental sector of the local housing supply.
Develop a promotion scheme for
Living in Box Hill along the lines
of Postcode 3000.
Realisation of Box Hill’s potential also depends upon its ability to distinguish itself
from other centres in the region with attractions including visitor accommodation,
entertainment, enhanced retail offerings, environmental amenity and safety. In
particular, it is felt that these initiatives should be targeted to the laneway
network and shops abutting Station Street, Whitehorse Road, Main Street and
Market Street with potential for linkages with proposed capital works in the core.
The revitalisation of the central business district by Melbourne City Council
through its Postcode 3000 initiative provides insight into the benefits of a targeted
campaign toward property owners. At relatively small cost, this program –
combining marketing, demonstration projects, technical information and support,
capital works, and incentives – resulted in the progressive re-populating of the
CBD, better street environments and enhanced security together with increased
economic activity.
Promote innovative projects such
as joint ventures using Council
owned land to develop a ‘green
building/neighbourhood’ high
density / mixed use development
in Box Hill that reflects living in a
Transit City Activity Centre.
Prepare a prospectus on the
future of Box Hill as a Transit City
Activity Centre and promote this
to major retail companies and
developers.
Amend existing Council strategic
plans and policies to bring them
into line with the Structure Plan
once the plan is approved.
Council should attract and facilitate developments that are considered to be highly
appropriate for Box Hill Transit City Activity Centre. Such development would have
a high net community benefit, substantial employment and wealth generating
benefits and high environmental outcomes. The would not imply any compromises
with regards to the standards applied to the assessment of such applications – all
planning applications would be assessed equally against the provisions of the
Structure Plan and the Whitehorse Planning Scheme.
6.1.F Existing Strategies and Policy Documents
The existing plan has drawn on a range of strategic plans and policies that Council
has for the municipality and that apply to Box Hill. In preparing the plan,
additional actions have been identified that will mean that the existing strategic
and policy base will need to be amended.
64
7 References
Working papers for the Structure Plan (separate volumes)
Issues and Opportunities. SGS Economics & Planning, February 2006.
Community Facilities Overview. Maunsell Australia Pty Ltd, 2004.
Infrastructure Inventory. Maunsell Australia Pty Ltd, 2004.
Investment Context Working Paper. SGS Economics & Planning, 2004.
Issues, Trends and Context Working Paper. SGS Economics & Planning, 2004.
Land Use Survey. SGS Economics & Planning, 2004.
Literature Review. Maunsell Australia Pty Ltd, 2004.
Office Demand Working Paper. SGS Economics & Planning, 2004.
Policy and Statutory Planning Working Paper. SGS Economics & Planning, 2004.
Residential Demand Working Paper. SGS Economics & Planning, 2004.
Retail Demand Working Paper. SGS Economics & Planning, 2004.
Review of Background Documents. SGS Economics & Planning, 2004.
Socio-Economic Issues Working Paper. SGS Economics & Planning, 2004.
Summary of Transport and Traffic Management Strategies. Maunsell Australia Pty
Ltd, 2004.
Victorian Government
Melbourne 2030: Planning for Sustainable Growth. Department of Infrastructure,
2002.
Melbourne 2030: Implementation Plan 4 – Activity Centres. Department of
Infrastructure, 2002.
Activity Centre Design Guidelines. Department of Sustainability and Environment,
2005.
Environmentally Sustainable Design and Construction: Principles and Guidelines for
Capital Works Projects. Department of Sustainability and Environment, 2003.
Guidelines for Higher Density Residential Development. Department of
Sustainability and Environment, 2004.
Safer Design Guidelines for Victoria for Victoria. Department of Sustainability and
Environment, 2005.
Meeting our Transport Challenges, Department of Infrastructure, 2006
City of Whitehorse
Boosting Box Hill: A Decade of Redevelopment. City of Whitehorse, 1997.
Box Hill Business District Strategy Review. USE Consultants, 1996.
Box Hill District Centre Precinct 12 Outline Development Plan, SGS Economics &
Planning, 1993.
Box Hill District Centre Structure Plan, Report 1: Needs and Issues. Henshall
Hansen, 1991.
Box Hill District Centre Structure Plan, Report 2: Planning Options for the 1990s.
Henshall Hansen, 1990.
Box Hill Gardens Landscape Masterplan. Urban Initiatives Pty Ltd / Context Pty Ltd,
1995.
Box Hill Transport Interchange. Arup / McGauran Soon, 2002.
Box Hill Urban Design Framework, Arup / McGauran Soon, 2002.
65
Box Hill: An Urban Revitalisation Project. Buchan Communications Group / The
Values Bank Research Centre, 1997.
City of Whitehorse Bicycle Strategy and Works Program. 1997.
City of Whitehorse Heritage Review 1999 – Thematic History.
City of Whitehorse Streetscape Policy and Strategy. Murphy Design Group, 2002.
Disability Action Plan 2000 – 2002. City of Whitehorse, 2000.
Drug and Alcohol Policy and Action Plan 2003 – 2005. City of Whitehorse
Community Development Department, 2002.
Eastern Rail Trail Feasibility Study. City of Boroondara / City of Whitehorse /
Department of Sport & Recreation, 1996.
Economic Development Strategy 2001 – 2006. City of Whitehorse, 2001.
EcoVision. City of Whitehorse, 2002.
Housing Study. City of Whitehorse, 2002.
Integrated Transport Strategy. City of Whitehorse Transport Steering Committee /
Ratio Consultants Pty Ltd, 2002.
Melbourne’s South East: Prosperity for the Next Generation Regional Economic
Strategy 2003 – 2030. Ratio Consultants Pty Ltd / SGS Economics & Planning /
National Economics, 2003.
Multicultural Policy and Action Plan 2002 – 2005. City of Whitehorse Community
Development Department, 2002.
Perceptions of Safety in Box Hill. City of Whitehorse Community Development
Department, 2003.
Road Safety Strategy. Ratio Consultants Pty Ltd / Hennessy Services Pty Ltd, 2001.
Traffic Management Strategy 2003. City of Whitehorse, 2003.
Whitehorse Economic and Enterprise Development Strategy. 1997.
Whitehorse Neighbourhood Character Study. Planisphere Pty Ltd, 2003.
Whitehorse Planning Scheme Municipal Strategic Statement Three Year Review.
City of Whitehorse, 2002.
Whitehorse Planning Scheme local policies (last amended 19 January 2006):
− 21.10 Box Hill Business District – Centre of the Eastern Region
− 21.15 Providing Certainty for Major Education Facilities and Hospital Uses
− 22.05 Box Hill Business District
− 22.09 Box Hill Transport Centre
Others
ACT Crime Prevention and Urban Design Resource Manual. Sarkissian Associates
Planners in collaboration with ACT Planning & Land Management. ACT Department
of Urban Services, 2000.
Melbourne Docklands ESD Guide. 2003.
66
8 Appendices
67
8.1
CITY OF WHITEHORSE HOUSING STUDY 2003,
SUBSTANTIAL CHANGE AREAS
The plan above shows the adopted 'higher density precincts' for residential
development from the 2003 City of Whitehorse Housing Study that fall within the
area of the Structure Plan.
68
8.2
A SUMMARY OF ESD PRINCIPLES
Conserve and protect natural resources
• protect non-renewable resources
• encourage efficient buildings for energy conservation
• explore alternative energy systems
• promote use of renewable energy
• minimise resource consumption and maximise reuse of resources
• minimise waste and pollution
• enhance water quality and minimise use of potable water
Create long-term value
• take a 20-year view and maximise the long-term value of the development
• design buildings and places that are robust and adaptable to changing or
unforseen uses
• develop the area to cater for future generations of users
Maximise precinct opportunities
• maximise the assets of each site and of the area as a whole
• use existing resources on the sites, where possible
Balance economic, social and environmental outcomes
• set Performance Indicators and minimum standards
• measure small and large scale benefits
• balance short-term gains against long-term savings
• encourage applications that maximise return on effort
Set standards, requirements and benchmarks, and continually review
• set minimum standards for assessment
• assess and rate all relevant initiatives
• assess through common reporting criteria
• monitor and assess standards, and continually improve to meet market and
community expectations
Develop a collaborative approach, capture and communicate knowledge
• promote the area as a place of ESD excellence
• act as a leader in innovation, and communicate and share knowledge about ESD
• establish partnerships and encourage collaboration between stakeholders
• plan for and encourage a community that practices sustainability
• develop local and international relationships
• plan and encourage complementary resource uses within and across precincts
• develop and encourage knowledge through education that include schools,
higher learning and tourism
These principles are (in the main)
extracted from the Docklands
ESD Guide (2003). In addition to
the explanation of principles, the
Guide’s system for quantifying
ESD performance standards is a
valuable tool, as specious claims
of sustainability have become
commonplace in the development
and industries.
As VicUrban is land-owner,
development agency and
planning authority in Docklands
(jointly with the State
Government), it has more power
than most local government
agencies to compel developers to
meet given ESD performance
standards. However, even without
this power the Docklands ESD
Guide provides a model for the
multi-faceted promotion of
sustainable development.
Sustainability has become an
issue of public concern and a
popular marketing catch-cry in
many developments. A consistent
evaluation method will allow
Council to confirm or refute
developers’ claims of
sustainability (depending on their
merit) thereby providing Council
with greater power of persuasion
to encourage genuinely
sustainable development.
Moreover, councils can use the
ESD scoring system as a
negotiating tool when approving
development proposals,
particularly in the application of
discretionary planning controls.
Promote alternative transport opportunities
• reduce the need for car use through provision and encouragement of quality
transport options, including walking and cycling, and public transport
• maximise integration, links and continuity with existing transport infrastructure
and surrounding neighbourhoods
Create a healthy urban environment
• develop healthy buildings and urban spaces for visitors, workers and residents
• develop a healthy urban habitat for flora and native fauna
• explore opportunities for environmental education within the urban habitat
69
8.3
BOX HILL URBAN DESIGN FRAMEWORK BOUNDARIES
The precincts illustrated above are from the 2002 Box Hill Urban Design Framework
(UDF). The Structure Plan addresses a slightly different area than the UDF. It also
adopts a different approach, addressing activities separately from built form,
because variations in land uses in the Activity Centre do not correspond with
variations in desired built form character. Uses and built form are also controlled
with different mechanisms (Land Use Zones and Design and Development Overlays,
respectively). As a result, the, precinct boundaries in the two studies differ.
70
8.4
CRIME PREVENTION THROUGH ENVIRONMENTAL DESIGN
Good design can reduce the opportunity for crime, reduce the fear of crime and
improve perceptions of safety. Crime Prevention through Environmental Design is
based on provision of certain qualities in the design of a place, which work in
combination to help create an environment where people feel safe. These include:
Risk assessment refers to people’s ability to determine the safety of a space
before they enter it. Ways to support risk assessment include:
• Ensure people can see into foyers and other communal spaces before entering.
• Provide at least two points of egress to minimise risk of entrapment.
• Eliminate hiding places such as alcoves, especially where they adjoin pathways,
by closing them off or filling them with objects or uses (e.g. bike racks, kiosks).
Natural (or passive) surveillance is the informal observation of a space by
users of that space and users of adjacent spaces. Ways to support natural
surveillance include:
• Place windows in locations that allow intended users to see or be seen while
ensuring intruders will be seen as well.
• Provide adequate lighting, and create consistency in lighting levels including
internal and external spaces to reduce contrast and shadowed areas.
• Provide landscaping that allows unobstructed views, e.g. with low fences and
walls, and tall trees and low shrubs with branches and foliage above or below
eye level, especially near paths, doors and windows.
• Make communal spaces such as parks visible from the majority (over 50%) of
units or workspaces in an adjoining multi-unit dwelling or office building.
Legibility refers to people’s ability to place themselves in their surroundings (i.e.
not get lost or feel at risk of getting lost) and move about easily and comfortably.
Ways to improve legibility include:
The publication Safer Design
Guidelines for Victoria was
developed and published by the
DSE in 2005 to facilitate the
planning of safer urban
environments for all Victorian
communities. All Victorian
planning schemes have been
amended to require consideration
of safety in the design of new
proposals.
Consideration of crime
prevention principles is relevant
at various times, including:
• Encourage developers to
address safety within and
around their sites.
• Consider safety and crime
prevention in all planning
applications.
• Undertake safety audits with all
streetscape upgrades and
maintenance.
• Ensure that all public spaces
are designed and maintained
with regard to safety.
• Locate all access/egress points and pathways prominently where they are easily
viewed from the street, and well-lit at night.
• Locate and design pathways to allow clear sightlines along them.
• Design and place street signs and property numbers to ensure their visibility
and legibility and to make them easy to use by people with low literacy, limited
English or impaired vision. Keep signs free from foliage or other obstructions.
• Display information and directional signs prominently, to avoid actual or
perceived isolation, e.g. in car parks, shopping centres, office buildings.
Reinforcing territoriality refers to the sense of assumed ownership that can
deter criminal use of that space. Ways to use territoriality constructively include:
• Appropriate multiple day and night uses in communal and public spaces.
• Locate public streets and footpaths at the edges of public spaces to establish
clear boundaries between the spaces and adjoining private development.
• Use low fences, landscaping, verandas and other elements to define boundaries
between public and private areas and provide transitional zones between them.
• Use doors, shrubs, fences, gates and other features elements to discourage
access to an area by all but its intended users.
Safety in city car parks
To raise the standard of safety in car parks, the City of Melbourne set up a Safe
City Car Parks Accreditation Scheme in 2000, as a joint project with the Victoria
Police and RACV, with input from the Victorian Parking Industry Association. The
scheme aims to raise the standard of safety in car parks and recognise and
reward car park managers for improvements in safety and security. Car parks are
assessed against several criteria and given a star rating to reflect their safety and
security. These ratings are publicised through Council information programs
including their web site, encouraging public use of the best car parks in the city.
71

Box Hill Transit City Activity Centre

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